8 
respect to various operating factors. Outstanding achievements 
of this type have been as follows: 
Based on the first eight months of each year from 1923 to 1927, 
car-miles per freight car-day exhibit an almost continuous increase, 
from 27.4 miles in 1923 to 30.0 miles in 1927. 
Net tons per freight train have shown an almost consistent in 
crease, from 716 tons in 1923 to 778 tons in 1927. 
Freight train speed has risen consistently, from 10.8 miles per 
hour in 1923 to 12.3 miles in 1927. 
Gross ton-miles per freight train-hour have increased continu 
ously and markedly, from 16,464 in 1923 to 21,768 in 1927. 
Fuel consumed per thousand gross ton-miles in freight service 
has declined steadily, that is, has improved, from 163 pounds in 
1923 to 130 pounds in 1927; in the passenger service, fuel con 
sumption has also shown progressive improvement, from 18.4 
pounds per passenger train car-mile in 1923 to 15.4 pounds in 
1927. 
All these comparisons are for eight-month periods in the re 
spective years. The details underlying them, and other efficiency 
factors as well, will be found in Tables II and III of the Appendix. 
Equipment Performance 
Adequacy of railway equipment to meet possible future increase 
in traffic demands is a subject open at all times to economic 
analysis. Light is thrown on this problem by the situation that 
has existed during recent months in relation to railway equipment, 
its physical condition, and its performance. 
The week of peak carloadings occurred this year during the 
month of October. At the middle of that month, the situation as 
to freight locomotives was as follows: 
October 15, 1927 
Number of locomotives in freight service 32,226 
Number stored 3,214 
Number under repair 4,620 
Number “active” (excluding stored and repair) 24,392 
Eatio stored to “active” 13.2% 
These 24,392 “active” freight locomotives handled the peak 
loading in October without difficulty, and with an actual margin 
of 3,214 stored freight locomotives, or 13.2 per cent of the active 
number, ready to be called upon in case of any increase in traffic. 
This was the margin of safety at the peak. It does not take into 
account stored passenger locomotives to the number of 1,233 in Oc 
tober, which have been and can be utilized for freight service if the 
traffic demands it. Nor does it include 954 switching locomotives 
in storage during the same month, some of which were also po 
tentially available for freight service.