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Page 14
Reports showed some very early finishes. But the facts seem to have
been that under such encouragement the men were apt to pull _too many_
spikes before the change and put _too few_ in while changing. They
were thus reported through early, but their work was not done, and
they took great chances.
It was by most considered unwise to offer such prizes, preferring to
have a little more time taken and be sure that all was safe. Such
lines seemed to get their trains in motion with as much promptness as
others. This, with freedom from accident, was the end sought.
It was found after the work had been done that there had been little
inaccuracies in driving the gauge spike, to which the rail was thrown,
probably from various causes. The rail to be moved may not always have
been exactly in its proper place, and then the template in the hurry
may not have been accurately placed, or the spike may have turned or
twisted.
Whatever was the cause, it was found that frequently the line on the
moved side was not perfect, and, of course, many spikes had to be
drawn and the rail lined up and respiked. The more careful the work
had been done, the less of this there was to do afterward. With rough
track this was least seen. The nearer perfect, the more noticeable it
was.
Of course, we all planned to get foreign cars home and have ours sent
to us. But when the interchange stopped, we found we had many foreign
cars, which, of course, had to be changed. This subject had come up in
convention and it had been voted to charge three dollars per car when
axles did not need turning, and five dollars where they did. By
comparison with the cost of changing, as shown in this paper, it will
be seen that to our company, at least, there was no loss at these
figures.
The following tables will explain the work done upon the Louisville &
Nashville and East Tennessee, Virginia & Georgia systems.
It is to be regretted that the writer has not at hand information
regarding other roads, that fuller statements and comparisons might be
made and the showings be of greater value.
The figures of the Mobile & Ohio are added, having been compiled from
the annual report of that road.
MOBILE & OHIO RAILROAD.
(_Compiled from Annual Report._)
________________________________________________________________________
| | | | | |
| Number | Cost of | Cost of | Total |Average|
|Changed.| Labor. | Material | Cost. | Cost. |
|________|__________|__________|__________|_______|
| | | | | |
Engines and tenders. | 47 |$ 8,031.42|$ 7,276.86|$15,308.28|$325.70|
Pass., bag., ex. cars.| 55 | 439.37| 104.25| 542.62| 9.87|
Freight cars, 1,361. }|1,468� | 5,719.03| 739.57| 6,458.60| 4.40|
Freight trucks, 107�.}| | | | | |
Lever and push cars. | 143 | 1,427.55| 476.93| 1,904.48| 13.32|
| | | | | |
| Miles. | | | | |
Track (inc. sidings). | 583.5 | 17,109.53| 7,275.14| 24,384.87| 41.79|
Bridges. | 583.5 | 1,896.60| 190.00| 2,086.60| 3.58|
Track tools. | 583.5 | 170.72| 1,405.74| 1,576.46| 2.70|
Shop tools. | 583.5 | 419.70| 2,982.90| 3,402.60| 5.83|
Temp. side tracks. | 12.09| 1,958.94| 372.37| 2,331.31| 192.83|
Switching cars. | | 1,398.18| 16.50| 1,414.68| |
Car hoists. | | 2,499.38| 4,419.34| 6,918.72| |
|________|__________|__________|__________|_______|
| | | | | |
Total cost. | |$41,069.42|$25,259.60|$66,329.02| |
Total average cost | | | | | |
per mile. | | | | |$113.68|
______________________|________|__________|__________|__________|_______|
LOUISVILLE & NASHVILLE RAILROAD.
(_Compiled from Annual Report._)
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