Trainload

Vol. 2
No. 9

July
1926

Trainload

By B. H. Decker
TRAINMASTER, SALT LAKE DIVISION

AS stated in a previous article train speed is one of the two factors in producing a profitable number of gross ton miles perfreight train hour moved on a railroad, the other equally, if not more important factor, from the standpoint of economical operation being the gross ton miles per freight train mile or the load.

It is, of course, possible to obtain practically any speed desired within the limits of safety, by giving a train a light load and a clear track and in moving such high class commodities as livestock, silk, perishables, etc., this is frequently done, but a considerable decrease in load cannot be entirely compensated by increasing speed without running at a very excessive rate, and especially is this true of our railroad. This system is not primarily a "bridge" line handling a high class through tonnage long distances as some of our neighbors, but the greater per cent of its traffic originates or terminates on its own rails necessitating frequent stops of the greater per cent of its trains to properly care for such business. Since the time element in making such stops is not greatly affected by the load, but does have a very depressing effect on the speed almost regardless of the load, it is especially important we watch our tonnage. Thus our average speed or car miles per car day cannot be fairly compared with "bridge" lines, although they can be improved with the help of all employes directly or indirectly concerned with the movement of trains.

A railroad has but one product to sell and that is transportation, and an overproduction of transportation is just as real a danger to a railroad as overproduction in any line of business. It is, in fact, much more to be avoided by a railroad for, if a manufacturer or a farmer overproduces he at least has the goods on hand, which are worth something at the time or may be held for a more favorable market, while an unnecessary train or several of them having been run it is a total loss of our product and cannot again be used or sold.

To avoid such losses strict attention must be given to the load on every train operated and, in general, the train should move just as much tonnage as the power can handle over the ruling grade on the subdivision and maintain an average speed of ten miles per hour from terminal to terminal. This statement, like other general statements, is subject to many exceptions. Stock, perishable and redball trains require faster movement, and the load may have to be lightened and work between terminals cut to minimum or entirely eliminated, or we may lose the business to competing lines. On some branches or parts of the main track where the ruling grade is of considerable length it may prove economy to allow the speed to drop in order to move a reasonable load. Local trains cannot be expected to make the ten miles per hour during the busy season of the year, and other special cases will occur to anyone familiar with train movements.