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Library of the National Archives of Canada » »ue k^ -•"V , Tha imagaa appaaring hara ara tha baat quality ^oaaibla'eonaidaHng tHa eondition and lagibility of tha original copy ah^ in kaaping with tha ',^: filming contract apadficationa. '' i . Original copiaa in printad papar covara ara filmad baginning with tha front covar and anding oil tha laat paga with a printad or illuatratad impraa- aion, or tha back covar whlMi appropriata. All othar original copiaa ara filmad baginning on'tba first paga with a printad or illuatratad impraa- ' sion. and anding on tha laat paga with a printad or illuatratad impraaaion. Tha Ipa^ racordM frama on aach microficha . ' shall Icontain tha symbol ^^ (moaning "CON- TINUED"!, or tha symbol ▼ (moaning "END"), whicliavar appliaa. ^Map«. Ptotii. Chans, ate., may ba fHmad at diff«riint radyction ratioa. Thoaa too larga tb ba antiraly included in ona ax'poaura ara filmad baginning in tha uppar iaft hand comar. laft to right and top to bottom.aa many f Amas aa raquirod. Tha following diagrama illuatrata tha mathod: /■ ■'#: 1 * 2 L'axamplaira fiirift* fut raproduit grica i 6 g4n4rosit^da: y ■'"«,• ^-1. La ItibliothAqiie det Archives nationales du Canada Las imagat suhrantas ont 4t« raproduitas avac la plus grand soin.eompta tanu da la conditionat da la nattat* da l'axamplaira fitR|% ^ an eoof ormit« avac laa conditions du cofitrat da - fiimaga. t: -/ ■ / - - ' - ' ' ' . , . "i- ■ "'' ' ' -_ ■ . - "^ . ■ Laa axamplairaa originaux doht la couvartura w papiar act ImprimAa aont fiiinte an cbmmanc*nt par la pramiar plat at m tarminant soit par la damiAra paga qui comporta una amprainta . d impraaaion ou d'illustration, solt par la p^^id ptot. aalon la caa. Tous las autraa axamplairas originaux sont fllmte an commandant par la I praihiAra paga qui comporta una amprainta j dimpraasion ou d'illustration at Wi ^arminant par la darnidra paga qui comporta una talla amprainta. *''-'■ • . /-v ^ : ■ • L. ' Un das symbolaa suivanta ipparattra sur la darnlAra imaga da chaqua microficha. salon lai cas; la symbols — ^ signifif "A SUIVRE". lo ^ symbols ▼ signifia "FIN". \ . ■ /-■ ■■ -. ■■ I ' Laa cartaa. planchas. tablaaux. ate. pauvant itra filmte A das taux da reduction diff Grants. f Lorsqua la document aat trap grand pour Atr^ raproduit wt un saul clich*. il aat film* A partjr da I'angla supAriaur gaucha, da gaucha A droita. at da haut an baa. an pranant la nombra d'imagaa nAcassaira. Las diagrammas siiivants illustrant la mAthoda. / 32 X' 6 THE GRAND TKPNK EAILWAY * l COMPANY OF CANADA. ^ 1 In connection with Htport for the ^Ualf-year to ZUt DecenUter, 1878. 'I- . MEMOEANDUM;^ Sib HENRY W. TYIMR, President, . f ; ON THE I cost ank consumption of fuel and repairs of rolling-stock on . t!he grand trunk, >f 7. ' -■;.'■ , AND OTHER RAILWAYS. V ■^ , -• . ■»,'.■■ ' .1" ■' • • ■■■*;' ,,. -. . . . ■ .... . - .:| 1 . '■ ' ' LONlDON : / ^ WATBBLOW AND SONS LIMITED, PBlNTEKfl, LONDON WAlL ^' 1 1879 * i* 1 , f ^^TX-f ^r m « k ■■iStk ' ^ WtM ;v^' i*^' -^/. ;.>!■ !■-■ li-\ >. t i w **! ■ ' . /■ / r--.- ■, *'., •-^■ \ ,' >♦ •■ ? ■■;■ f. ;'' -^-At- * ■ -^ 1 ' j!#f ■ ,.«■,''?''" '•: .V .N' :..^ - /. 1 \ -■>■> f;-. . 'v- .■*• . .* a m j#-- / coif DENTS. •.. 1 iQtroductioti ... ... ^. Caloolation .and Comparison, XJnitB and ElementH of ... ^*1 . ; ••• ...- ... ..._„ „ Cloidwood ... ... ... ' ... I) v/oal... ... ..., -,,. ,,, „ OomparatiTe Consumption of . Gradients T ' Climate .., Locomotive ExpemtitQre../ Car Ezpenditare ... ..i Condmdon ... ..} Statements — , ' A. Beoeipts «nd Expenses on Grand Ti^unk Baii« •wtLj for years 187S-6-7 and ha]f-ye«r to June, 1878 .;* . ... 3. BeoBipts and Expenses on Great Western Railway Main Line fcr same period C. D. B«oeipts and Expenses on Great Western . Railway Mam Line and Branches for same period #». ••• Comparative Statement of Working Expenses and Car Mileage for same period 4R ■■:^-<*- vAoa •v . 6 ... 6 f" 7 9 ... li ... U ... 18 ... 19 . ••' 32 • . . 26 ■ *• 27 83 83 84 39 . /' 1 * if^ , ,„ _^ ► \ » ' > ' ' f ) •» ■ m ■ V. ■ ' ■"■■■■ K V JmMm m Em EftjciiiiSEa •W4 .mM mdk # }■:. A K y ,(. i »■--.• ••■■-^ ■^r' • . ! J I a n 1 1 t b C n 81 O] n a* ft b '■."i^.w. .: ■■•■■■ "'>:.^'^k ■ tin ,.•-,'. ■ ■', . ■ ;■'( ' . «":;'■ -■-■ ' ■■* ■' ■■/ ^ ' .''■■■>' tl d tl '■:^ b( is r '7'-.;.Ci i '- :.,;; •.^. ;,_.,:.-' !.>.., :,:jr A., ■■„ ' H^-f ♦ ' "l^i^S ji* K y i ■^ :/ I - / ■'■■>-,■?' .*?•-' MEMORANDUM ON- THB St J;* 'COST? AND CONSXJMPTION OF FUfit /AND EEPAIES OP ROLLING-STOCK ON THE GRAND TRUNK, AND GREAT WESTERN OF^ CANADA, AND OTHER RAILWAYS. ' V M INTRODTJGTION. The questions of the cost and consumption of fuel and of maintenauceof roUing-stockon the Grand Trunk Railwiiy, and also the comparative cost of thes^ items on the Giand Trunk and other railways, have formed constant subjects of inquiry for mwiy ye«irs past In 1867, 1 made a ||;eneral rtport ou the Grand Jul* system, after a detailed inspeotiolf of it in company with ^J^S?'^^ 'SiSri'''*'J^** ^''^ *^*^ ""^ Attention. J^ 1868, Mr. Trevitbick, an emment locomotive/ eifl^ wa« ^nt to Canada, and SMcially reported on the relativeb^f fuel on the Grand Trunk did Great Western RaUwayr M^^ or less ^ every subsequent presiden^l visit to Canada, ibnd by frequent teorrespondence, these questions have been discus^, it may almoBt be said, ruqvs adnauatam ; and I returned fwW my last visit to Canada in 1877, with a series of oomprdiensive/ieports md state- mOTts, and the results of experiments on thes^ (as well as other). subjecte. Ample information for a series of years has thus been obtained ;• and as some stress was hiid, at the hist half-yearly meeting, on erroneous compadsons founded on the puMiahei accounts of the Grand Trunk and Great Western RaUwayB, awl further attention has since been directed to such comparisons. I ^ve dfawn up, for the information of the BoardTimdr i£ they deem it right, of the Shareholders ahw, the following ■ det^ed memorandum on the subject It has been represented that these two lines, both in Canada, form the best means ' of ooidpanson that can be obtained. The discussion has thus, been/foroed upon us, but in demonstrating how fai- such is or IS not the case, and in considering whether any further lessons can be learnt from such a OQio|!|roQii» I particularly .---■' .-■■...■■ ., ,* J- i» •\1 ■) I f: ♦' ^ The Ormd TrunJi RaOway Company ^.Canada.— Memo, by- 1 w«h to avoid ifiy Jurious reflections on the Great Western ^a«1meXVd^^t^ ^ot my object Jo^^^t "J ^Tcrf Se aJ^SSunkm^ageinen^ Seeking only the whole truth ofthe mSterwr^ith nothing to coiM>eal, the Di^ -* SJ^^tii^^yofS critics in discoveni^blote, If soch ^^^^ ^r^W impi^vement that it may be found possible to eflf^ Z^^ersomJlsadvantages, »^o--er. in maku^«^p^i^ Sau8« although I have at my command fuU mformation m J^TtolS^deLls on tiie Grand Tnink system, Ijuj unabte to oS tiie same amount of information in regard to 0^<^ Zt^ There is a general feeling amongst manjr ^^ire^" S^^anagers of railways ^ i* ^',Z' tHrole^ . too muS? information^^ that it may , lead to trouble snd * criti<^m • but this is a feeling which I do not by any means 2T^^tJ» wlAch I knowSiy comirectors do not sympath™^ We";..^ete^ed that^the GnjndTr^nk^a^way Aall be woAed as efficientiy and as economicaUy as it can be worked. , We »^»3^"J noS to conceal, and no desire to defend «^y^%.^^tmes to «*«i^lv wise and iust and right ; and wo are repdy at aU times to S« fo ",3; "^d op^ly with all of our Proprietors who may STit aS questiomi into which we can properly outer witiiout ^rfi^^ue information to our rivah^ or tixose Jay Z^ dowS S ^outeefc wh;Ji are and what are not ff .el««»«»*;^^5 cSSationTand fair units of comparison, and. m doing s^ some rf X falkcies of our critics will atoncebeappaient-^When they Z^^ our cost of repairs p^ ««.«*, JJ °^ J^J.^ q^; aumotion of fuel p»r engint-mOe, with those of the «re^ Xtem or any ^Ijomptoy, tiiey ai-e conjpaniig thmgj ^?^ may or Ly not be %imih«r, but which, as I ^ ir„«5««rtv Aow are in this case essentially diflferent. It is„ ^d^!"^vi*r^^>^^^^^ Btated, that tbe same e^eB^ w«rlS« under the same conditions, must requii* mor^ or less . JS^dmo^ries. repair according to tiie work they^r- luot »"**J" ^^ , work under varied conditions of traffic, r^li^l^r-^g^ente^tdraaofp ' iTfaTSie differences mustbe P~P<>'^«>^^V'^'C^toc?o^ noteoonomicaltopossess a surplus °f ^^ff?^'^' ^St «tl260 any description ; and a oompWjy spendmg annuaUy, say ^ov any wi^ripw . „^„ ha -wnrkinir on the whola more I \ ■ ' I I "*"'■>' ,1 **^' '. ^ X «'■■■■'?■ ; Sib H. W. Ttub of» j^tiet, Repmn of Boiling Stoei^4x.y 1878. ^ i Theprinciptoof rssaltain woA performed u, taking duly into : oonsideratJon all the oonditiona und«r wtiidi it i|i perfbrmeJ^ that on "v^oh all oaleulations and compariiona vhoi&ld in fium«ip/be baaed. Th» principle oamk>t^ uiuoxtonatel^, be preoiaelj'ai^M „ without morevtletailed inferiBatioa than .^-Elail^y Companiea fNlienilly suf^y.' Jhe tilie elMnenta for oahjulatimi are the ^' receipts asuL coat per paiMenger per mile, and per ton per mile. These ar»>nMlaUe for the Orand 1>ank Bailway, and I have, been^ the habit of referring to tbem at half-yearly meetuagu, bnc' they are nnt fumiafaed by the Oreat WeetenrCompany. Such information is not fumished by any of the railways of the United Kingdom ; and in collating for annual publication the statictioa of those llailways, aa I did at the Board of Ti-ade for a aeries qf- years, I was obliged to content mywlf with the ordiilaiy Ei^liah mode of oon^iputatiun and comparison per tndn mile. No oaia ^ has had, tiwrofore, more experi«ace. of the fallacy of sueh com- ^Miisons. Extraordinaty cDfferenees, as rq;ards ooaintenanoe of r^Mul and rbUing-fltodc, are antttially idiown onA^e different Eaglish lines, Vhich, with every allowance for differences of condtttoi^, defy all attempts at explanation, and are no doubt in a great measure «^butaihle to the defective natom . oy " ihatJio MlUble oompwisoDB oanbe amved at in ordinary workijag. It in imire liabk thanupply of it by raU, and the use of coal was therefore extended Fest of Tbronto. Wood is still used, hbwever, on the following districts— . RiviSre du Loiip to Richmond. Gtorham*to Richmond. Mon'^ treal to Rouses. Point tod Province Line. Sti-atford to Sarma. Port Huron to Detroit Junction. Stratford to Godench. Whilst Coal is^ used on the cystricts— Portland to Gorham. " Montreal to Stratford. Buffalo to Stratford. Twotirainsper day . each way from Straiford to Sarnia. Two trains per day each way from Port Huron to Detroit Junction. • Ab far back as the year 1876, the total amovmt^f coal used . T^ 181,483i tonii, against 151,659^ cords of wood, at an average ' oost per ton (2,000 lbs.) of |4.79, tod per cord of $4.02, which indude first cost, freight and htodling, tod represent, m fact^ the ooBt deUvered upon.the tender of the engine ready for use. • ' The total net cost for t^^t year was «l,304,3H, bemg 40 per cent of thd expenses of the Locomotive and, Car Dei«rtment8, » and 19* per cent of the total working cost of all departments. The respedtive qutotities in later half-years, is given in the pub- lished reports of tiie Comptoy. During the year ending June, 18W, the total consumption of coal was 174,480 tons, and/>f wood 149:203 cords, at a total expense of £236,800, which^was 46 por oent. of the Locomotive Department, 35 per cent, of the whole .Mechanical Department, tod 17 per cent, of the gross working y ^ • . N / >f--% t t ... 'S * ■ c a r o 5 V rt 'ai f w ai ei it n \ y ^- / SiA H. W. Tylkb on fud, Sepdin of Boiling Stock, Ac., 187^. 9 ( OOBDWDOD. ^ \ ' The following is the method adopted in letting oonthMJts for Ooniwood:— The qnwtitf of wood l^elyW be required having ^ been determined by the General Maniiger and the departmental . officers about the first week in September ,of each year, printed advertisements areposted up at all the stations on the ^atricts . • of the Kne where oordwopd is used, inviting tenors, and foifiis of tender areisppplied to parties applying for theni. - N J?®* tenders are in j^ cases enclosed in s^ed envelopM, addressed to the General Manager, and'are kept under look and k^ uijtil the date appointed, when they are opened by the Treasurer and the Fuel Ageiit, who prepare a summary of the various offersr which, together with the^tenders, is^banded to the, . General Manager for examination, and a list of the tenders, pr^ posed to be accepted is then prepared «nd subletted at the next meeting of the Executive Council for approval. The lowest offer is invariably accepted, provided the person " tendeflng is a responsible man. In doubtful cases secu^^ is taken for the due fulfilnipnt of the contract. When the, t^deis have been accepted for the whole of the wood required, c5n6«ct8»^ . grafted by the TJompany's solicitor, are prepared for exijoutioh by the parties.' The Company are amply protected against damages rMultingfrom a breach of agreement by tii^ contractor, inasmuch as an amount equivalent to 10 percent 6f the total amount of the contract is" ^ Vrtthheld until its co^pleticm, and payment for the wood is not made until^o months after deUvery. This plan results in a^m of mone^ual to about 2^ per cent of the total contract being always in the Company's possession and ^^ to forfeiture for non-completion of contract *t As a matteif of fact the i&stances are* few in which the obligations of oontract<)rs for cordwood' have not been faiUifiilly carried owt ' The deliveries of the wood oo;itracted for commence in the early part of the winter, and are generally completed by ^e end- of April in each year. The greater part of the wood has to be Qhopped in the bush, and hauled to the ndlwayn)VOT distsnoes which ^ty according to locality, and it can only be got out when tk« _ frost has made the swamps passable, and good continuous snow . roads have been fdnrmed. • The wood is sta*^ in piles at the place of delivery, and eat- ' ?"rS®* PoriodicaUy^ytke Woodinspectowof theaintaining wood sheds, (2) the use of engines and can «imployed in moving it from the pcnnt of delivery to where it.is consumed, (3f the expense of cutting it into proper lengths, and (4) piling and putting it on the tenders of the engines. ', These charges added about $1-20 per cord to the first cost of our cordwood for the year ended June 30th, 1878. ' The Great Western either do not incur these charges to the iHime extent (and on much of their supply there is no reason why they should incut the whole of them) or they debit them in w^e other way in their accounts. At all events, a oomparison of the .issue price of that Company's cordwood, as shown in their accounts, with the probaUe piice whijoh they pay for it in the districts in which they purchase, would lead to this conclusion. ^ > > The following is the system adopted for obtaining supplies of •oal : — Tenders are advertised for in the principal newspapers in : Canada, and in those parts of the lEJnited States which are con- tiguous to mines. They are addressed to the General Manager .and opened on a fixed date by the Treasurer and the Fuel vvAgent, by whom they are sununansed and handed to the General .J&anager, whp, after conf ening with the departmoital offieetii, TBoommendg tn the. ETemitive Counoil the a aeep t ano e nf >of the offers as soem mobt iavouraUe. Yarions eiroumstanoes have "■' \ M V 12 Tie Grand Trunk Saihoay Comjfany of Ganada,'—Meino. fy \ to be taken into acoonnt in determining the offers which shoold bli accepted. The actoid abd oomparatiTe relation of price to^ quality has to be ascertained^ and the prices of the coal at variois points of delivery h^ve'to be considered in reference to Hke cost of \ haulage over the railway to the depots where -it is stored for use> The coal purchased for Storage at Montreal (apart from that which is imported from England, when it is economical to do so)r can only be advantageously obtained from the Lower Provinces^ and it has hitherto not haen found practicable to transport it otherwise than i^ water ^during the summer mofiths. At Brock- ville t^nd Belleville coal is delivered by sdiooners which load at Cleveland tmd ot^er ports on the Ainerican side of Lake Erie. At Toronto the supply is obtained partly by water in summer, and partly by rail vi& the international Bridge. The deliveries by the latter route cotitinue all the year round, and this coal ia used as far east as Belleville. By obtaining coal in this way it has been possible considerably to reduce the stocks kept on hand. At Detroit Junjctipn the deliveries are also by rail. At Portland we have lately found it chJ^aper to purchase Nova Scotia coal, not- withstanduig the duty of 75 cents gold pe^rton imposed by the United States. It is shipped from the mines by schooners ia snmme:r and stored. Contracts are drawn up with the parties supplying coal, and although no percentage is retained we take two months' credit, so that the deliveries of coal are always considerably in advance of payments, and tiie moneys in the Compivny's possession due to the Contractors are a guarantee against non-falfilment of contracts. . Coal is weighed as it is received by the Company in all cases. In Montreal, where delivery ia made by carts, it is passed over a ' machine and a regular check is kept upon the quantity delivered. That which is brought in by cars is also passed over a machine, and as the points of delivery are always at important stationer there is no difficulty in keeping a propei" check upon the quantity for which the Company pays. The methods adopted to secure a check upon the issue are, precisely the same as those taken in dealing with tihe cordwood. The Grand Trunk Company are at a disadvantage when com- pared with the Qreat Western Company as regards their supply o£^ ooal, for the following reasons : — The supplies of all the coal which the Qreat Western Company use are obtained at points where it is cheaper than anywhere on the line of the Grand Trbnk Railway, with the exception of Buffalo and Detroit, the nearest points for the supply of American coal. ^^ L i£Jki_ .* The Grand Trunk Company obtain for use at" these pdnte '% Obmparatively smaH proportion — less than one-fixth-r— of their supply, and at evefy other point on the Grand Trunk system th» Then is no ooal in Omi^ proper. Ood obtained at Buffalo .f%.i \ •i''»r. ihshoold . prioe to' t various ie cost of i i for uset rom tliat to do BO)r *rovincefl^ nsport it Lt Brook- 1 load at Ake Erie, amer, and ies by the 1 is used ray it has land. At rtland tre coal, not- ed hy the Looners in coal, and credit, so idvance of on due to contracts. all cases, ised over a delivered. I machine, it Btationv e quantity issue are rdwood. xrhen com- r supply of 1 Company lywhere on oeption of supply of leae pdnts i-r-of their system tho Sn H. W. Ttlbb on Futl, Repair$ of JtoUing Stock, Ac, 1878. 13 ^ and carried by rail oonipetnit with ooal brought acrosB Lake Ontario^ and deliyeted at Toronto and BeUerilla To the prioe we ^pay at Bufialo (the same practically as the Great Western) on all oitc consumption there has to be added the cost of transportation^ To Stratford (115 miles distant), „ Toronto (203 miles distant), „ BeUeville (316 miles distant). The Qreat Weetem, on tiie other hand, are able to obtabi at London, their midway station, through Port Stanley, such coal as they require, at a rate as low as, or lower than it can be obtuned - at Buffalo.or Suspension Bridge. For their supply at Hamilton, a comparatively apall quantity, they pay probably a slightly higher price. . ' At Montreal, our coal has cost us from 70c. up to $100 per net ton moi-e than at Buffido, and there are heavy cluurgsr for cartage and handling to be added, owing to the inconvenient connections between the wharves and the railway. Our supply there has, of course, to be laid in durpg the short summer season. We have cheapened the cost of carting and handling our ooal at this point by (30a) thirty cents per ton since 1874, and it is anticipated the time is not veiy distant when we shall be able to dist^Ai^ from vessels at a point where our engines can take their supplies as wanted, which will save us probably a further sum of 15c. per ton. At Brockville, the -next coaling station west from Montreal, our whole supply has to be laid in daring the summer. The price there has of lato years been very nearly the cost of carriage from Montreal (126 miles) in excess of the Montreal price. At Portland, our next coaling point east of Montreal, the prioe has been as much as f 1.00 per net ton more than at Buffalo, there being an import duty on English awl Lower Pkovinoe Ooal of 75c per ton. - ► ^ Jt will thus be seen that we have to pay a higher price for cbal than the Oreat Western Ooinpany, not merely as the result of our geographical position, but, furtiier, because the greater portion of our supply being water-borne, it has to be laid down in the summer, causing doable handling of a huge quantity of it, and entailing a loss in weight from exposure to the atmosphere, with a loss in steaming power estimated at no less than 10 to 15 per cent. . Again, our practice is to add all charges for transportation, handling, storing, patting upon the tenders, and wages of men employed, as wdl as the cost of repairs of sheds, wharves, _ fto., for its reception and protection, to the first cost of tiie article. There was added to the first jprioe of our coal in the yeaf ending June, 1878, for these various charges, the sum of 51a 0- net ton, whilst %t addition to the first cost of the Great' t4ff^^^if^ Otan^-n^ ^j^^L-tkjmpmm to have been^ somewhere abottt- SOcperton. Th«]^iPD,Moo«rBe^ no necessity to incur the Maw ;-,l*>t--- ftKpiom as i^ffl cb. Situated mooh nterer to ike sonroe ^ Mjifiljr, they haye lees neeeerity to stack eoal, and can taKe i|» Blneh largi^ pwoentage of what thtejr uae difwt htm the 0m»f without inonyriiig any aaoh extra ohaigM.: \ •^ COMPAHATITS; CONS^MPTIOK tff PITEL. ^Ajt needs no 1^^ ^lu^giugrnKtiio .fiuxWi lis' ^^^7 itkted, ^1^ a "(^npcouKm ^ the ixaoMixx^&cai pw -miUs on two diffiBcent leada is neact to vaiaekas. The enjpiMB on one xoad do a different amount of woik as^ ^mpared with the of Fanenger pilotinigb &*^ t"^ ^"^7 rqnesent a movement of 900, another of 200 toiajck Of course the oonsumption of fuel must differ in the two, oa^es. ' r. If- we could get exaot facts in each case we n^ght arrive at immd conclusions, but flns would require that — \ The difference in gradients should be aopuratel^ ascertained; The calibre of the engines on each line should be taken into IMDOfOnt. I The relative qualities of the wood^ and coal mcidd be con^ ndered. 1 ^e difference in climatic influences dioidd be allowed for. llie exact quantity of work done on each line sho^ild be stated. The mode of making up the accounts should be fbe same. All ^ese conditions cannot for the purposes of this ijiemorandum be obtained and made available, nor can the number of tons moved one mUe by all trains on the Great Western Bailway, which :iit«nld be th6 best test, be obtained. A comparison of the results per car mile, the next best test availr able bo us, would hot be altogether fair to the Great Western, , £)r the 8i|n(de reason thaf th^ run a larger proportion of jfummgw trainmiles tluu\ we do ; and such thuns, being composed ftlStewvc carriage^ than the ordinary freight tndns, show, of coaisf^ l^larger copiumption clifiuilpmr ear per mila v;, Another motto of dealing w|th tiie subject, 'although not a perfectly accurate one, is to convert the entire mileage, including ■hunting, piloting, &a, into equivalent freight car miles on both line*^ by estimating the comparative consumption of each class. Our passenger trains have cnly about twioe a s much ftml tivlui per per call', the result of thanr -Memo, hfi flonroe of can tiktce itann the EL. ,cly utated, \le
wed for. d be stated, e same, nnarandum 9r of tons way, whioh i testavailr t Western, ^portion of i; composed r, of coaxs^ >ugh not a I, including Uesonboth tch dass. b two and a ins per car. iloting, dec., ) moyement rnbydetMls €hB H. Wi. Tnjm on Fiul,li^nqfBoUingSiack,.dx.tie7B. IS The shnntmg, ftc, mileage On the Cheat Western'sppdufs to be, as Ts^ards foel omituDptHDn, equal to the noviog o|>b«iit 11 em :per mile, the same as on our oSm lin«» ' :: 'Tj::0H: -i' '■^ - >' Bedudng to a cornmon basis of coal, on ihesameseale'iD^VBSpeflft. of the consomptiion on botii lines, and dealing with ,{nel actually n^ed in workinjoc trains (net the figures in some of the imports, which indade that used in tiiins oonveyii^ Company's material) "Ihe foHOwiD^ is 1S» reiH^ BaUway. G.T.B. O.W.E. Year Jnne, 1878 July, 1878 Equivalent Freigbt OarlSltiB. 19»,614,936 84,688,770 Tona. 266,243 06,703i - ^ Ooakot Foel for 236,800 70,028 Coat Ira in. 17 14 d. Lba. of Coal per Car Mile. lbs. 2-667 >a60 Oaah ITr 'ST' 0-28S OrlW This would show an excess consumption on the Ghnand Trunk of 17^ per cent, in lbs. per car mile ; an excess in the cost per ton of 22 per cent. ; and a total excess cost per car mile of 43 ,pw cent ^ ■ •■ " ■-'., This mode of comparison has not been chosen, as may be seen from the results, -with any desire to favour the Grand ThinkView of the case, but simply as the fairrat test which the circtimstanoes permit. ' As we have not the element of tonnage to guide us, it is hardly possible to obtain a perfectly sound basis of comparison. The following figures, showing the cost of fuel per train mile, per traffic engine mile, and per car mile On ihe two systems for the years 1875, 1876, and 1877, further illustrate the mis- leading character of any mileage test, which does not take into account the loads hauled. * . 1876. •';" ■. -V: ■' ' » ' '. Fertrain PertrafiBo Per car - .• mUe. engine mile. mile. '^ '; d. , d. d. dfand Trunk -... 8-69 6-52 -50 . ; Qreat "Westwn and Branches 6-72 4-46 -jliV j €h«at Western, less ... „ percentage ... 1876. Chnand Trunk 7*08 Great Western and Branches 5-16 1877. 2'77 % Mhat Western, less 6land¥ruttik ... *.. ... 715 OreAt Western and Branches 4*26 5-65 -42 3-50 -80 4'. ,t L lit of thdr C^t Westeiin, less *? „ percentage 2-89 205 •13 / V V ■/■ ;--^, / »' •■ W Th» QramdTrwiJt SaiOway Compamyof Ocmada.^-^emo. Ifjf bilstl ; of fuel per train mile ,< It would tbui appear ^h»t,.._,^ . j m_« t ■was on the average about 36 per bent, more on the Grand rrunk during these years, thp,diflference per carmile was only 24 per cent.; but though there k this rebitive diflferenoe in the coBt,owu^to* the oinjumstancda ahready mentioned, it is satiBfectoryto^find, m comparing thi working of the two Companies sinoe 1874, when the present Grand Trunk management commenced, the cost of fuel per ?ar mile has been reduced on the Grand Trunk in a greater degree than on the Great Western, mainly the result of increased loads moved by our engines. , . ,. *_ • The following comparison of the cost per car mUe of the two systems, for the June aixd December half-years, and also for the whole years, 1674 to 1878 inclusive, shows that in June last the cost per car mUe on the Grand Trunk had been deceased - •29d., as compared with June, 1874, whilst on the Great W^tem the decrease had been •18d. ; and for the December hatfyear the decrease had been '19A on the Grand Trunk agaimit •iBd.^on the Great Western. I^or the year 1877, as compared with 'the year 1873,' the decrease was on the Grand Trunk •24d., or nearly Jd, j^ whilst on the 6reat Western it wa8;-16A, or say one«xth ofapenny. ' GhandTnmk. Great Wettem. * ' CoBtoffuel CJostoffuel percaicmiie. Decrease, per car mile. Decrease* Half-year June 1874 1876 1876 1877 1878 d. •48 •3t I Decrease, June half-year' Half-year December 1874 1876 r 1876 1877 ■4 •48 •44 '38- •03 •13 •02 •11 •29 •09 •04 •06 •48 •44 •36 •32 •36 4A •37 •86 •27 + •01 •09 •03 •07 "as ■^•»'...-. Decease, December half-year '19 Year 1873 ^v^- i 1874.' 4./^» ' ;.*-1876 1877 •66 '81 m •47 •42 •06 •08 •06 •46 •43 •36 •30 •06 •01 •09 •01 •06 *2r ■V'M'-r^r,-^ 4— Tear Ending Jime> 1874 1876 1876 1877 1878 Eqaiyalent Freight Car inilM. Miles. 160,266,393 172,991i876 186,91)8,937 189,668,143 199,614,936 Total ODiMnunption bjr Kngtaes redooed to tons of CoiO. ' Tons. 217,081 260,1 ' 269,1 264, 266,248' Total coat of fneliued by Engimea. £ 288,702 806,630 286,916 268,009 236,800 Ooatv per Ton. B. d. 26 7 24 22 20 17 lOj tl Lbs. of Coal per Car mile. lbs. 2,709 2,890 2,776 2,793 2,667 OoA per Gar mite; "^ d. 0-430 0-424 0-868- 0-339., 0-286 I Our net car loads increased in the same period from 6*18 to 6*06 ^ns, or 17 per cent. As an instance of the latge discrepancies, between the cost coal per train mile on many of the English lines, I guote a few of them: — •'-•...'. ■ '; ■ ''..'.■' ^^-"-^'"''- :.'■■■ f— .■•:.'■ ' il 3-ro 3-80 3-61 318 3-23 1-68 m. a^8d= South Eastern Metropolitan District Fumess ... ... .. Great Korthem (of Ireland) London, Chatham and Dover Sheffield and Tiincolnshire .. Great Western ...' ;^i Midland ... ••• ..V .per Train mile • "if^- ••• / Trf>ndnn and TTprth JE ag t a nL. ^ Oaledimian Korth British Glasgow and South Western J. 155 1:60 H7 ' *t \.'- SXGr«t Western Om«^ our fuel expenditure M a nia*^ . i„.,d«A tinder conditions as nearly «^»«»-- . -. the Grand Trunk. *- — ConBumptioa per Mile. •0748 ; Detroit to Port Huron .-: • ■■'!!!l!......l H^*'- j St^Stratford. — •- ........ -0785^ K>3 to Toronto : ;; -1076 BellevaietoBrockville .0751 Brodcville to Montreal ^ _ -IIOJ SS^toBiclunond... ••- .1431 . Sfehmond to Wand Pond •-•• .om SdPondtoGoAam ;; .0616 OOThim to Portland ...; « "— - ..,.. -0957 Smld to Point Levi -••;;;;;:;;:.: I . om S*rat£ord to Fort E^^'il^rtiv di^ewified to prove, if P«x??J?;T < Tiiei»reBulteare8uffic«ffltly^^^ j;^lj^notahtdeto vb>oe88«y,iliatthequestar«i^g^^ eS^m ao with the oo'««'?I'*''*»'*2L^; ' ^ . ^ r^flfetent aections of our i^ay. ^ Qreafe W«rtem ^. ^ ;,. WehavenotaWeof gradwnteon ^ ^^ gradient itf ^ know t^i5« "^..^^i^^ ^^^'SJSiB 146 niileji oat ^^ «cO>BS of 35 feet to^^he,^^^^' wJX^icnow that an engine (16m. ,Memo. W ce anyone (rent oom- companies )tween the the supply cmptionand. , aito, currea, bediscoBsed B gabjeofc of ifnlneaa and Qgine loaded to the other, io get them,- ag sections of ' ConBumptioo. per MUe. •0748 •1169b\ i •073y •1076 •090^ •0751 •nor •1431 •073»' •0616' •0957' ' ...1 . '0742 ij if proof were las not a little to , their effects on BBtem line, hot no gradient in' t6 miles out of » an enjpne (I6in. idsor goi«"f **'"■ f 17 iiu if^&sa^t Sir H. W. TtLU on Fudt Btpairs qf BoUingStoek, At., 187B. ^^ or 10 p^r oenti more poiper) can only move firom Sarnia up to Stratfotd^ on the Jhand l^rank, a maximum load of /^l cars^ Ail our eastbound . through''^ tra^ has to pass over 'this district— not our worst altogether ,^8 r^ards gradients, but on„,which we have several long riit^ohe^ iA gradients varying from 52 to 55 feet* pnr ' railei On the Biifialo and Lake Huron seotion there are gradient» 80 steep as 60 feet to the mile. We have^ information as to how mudi ooal one of the enginw of the Canada Southern Railway consumes, and how many cars it hauls between . AmUbrtsburg and Fort Erie; and the result shows similariy 1^ fidvantage of the favourable gradients on that line. This engine was built by the same firm, and is similar to the Ongino we used to run the experimental trips over the .Qrand Trunk. These figures further illustrate the faUacy of making comparisons per train or per ei^gine mile, without Jtaking into consideration the work peiformedf ' ^Qie Canada ^uthem consumption per train . .. mile (consumption. ,10 tons, load 45 cars), I 229 milea ..J i'... * ••• The Grand Trunk consumption per train mile \ (consumption's tons, load 21 cara), Sfmia V to BiiffiUo, 190 miles The Canada nouthem consumption per car IDllG* • • ••« •«• •••' •■• •«• The Qrand IVunk consumption per car mile ... ttmay be added that our engines would, if placed on the Canada Sontiiem or €kre«t Western I^e, perform just as sidaaCaetory wal^ I as the engiiies of those Companies. . v •> ,i. 87-33 61-60 l-94> 2-46 .,H«** CLIMATE \ ■ '% With respect to the efTect of the climate, it must be remem- bered that ahnost ^e whole of the Great Western system lies between 42^ and 44® N. latitude, whUat the Grand Trunk at Montreal is between 45" and 46*^ N. latitade,.and at Riyine^ du-Lonp dose upon 48® N. latitude; and it must also be borne in mind that^ the Arctic current impinges oiin the north-eastern coast of North. America, (md causes a condition of- temperature in winter almpst Arctic as compared vitii uiy weather experienced in the. United Kingdom, or with Jhis winter in the Peninsula of Ontario, the severity oflwhich is tempered by the great lakes whidi surround it. ^ Even our line west of Toronto is less favourably situated than tiie Great Western COmniny^ main line. At Stratford— 603 feet above Lake Huron (at &ffnia) — ^we are 20 miles north of the Great W«rt«rn main line, riiiiM'iiiij|siifi| nn nlrratnd plntnnu And !tt]1ilR^,"thrt3«m(r^[^±inirirf \. \- • TTt^- Thsbmombteb. temperature for that year. s • ^ "■■'., " •■■ Mean. MoimL . 5.44 January — •" '** 902 rebnuffy "■ 21*61 March ••• - 'X 3570 ^ April ■ • "• ;;: 5311 May ••• •• , er4-68 June — ^ ••• ' ^ '■* 67-83 jtdy •• • • i ;;; es-e? August — 55-19 September,-. — — ^q.qq Pctober — r' '" 26*12 iJovember ... ••• "•. ^g.j^ ^December ... •*• ;" . "j^i ^V X.. 38^65 62*40 12-92^ Mean ••"> 11R inches The extreme cold of wmter audtheobg^ ^^^ j^^l^^ ^y be have a very great effect upon t^r^^^^^the foUowing figures ^Sered £m the l^^^^^^J^^^^^t in different cond.t.ons Sow the variations m^e(^stp^r ^ ^^^g of weaiher from Janua^. 1875, to J^ ^^^ ^^ ^^^^ Max. 29*5 43*4 41*0 61.3 82*2 84*4 . &0'2' 87*0 . 86*8' 58*0 41*0; 54# Min. ♦—13*2 -^24-0 ^10*3 11*4 30*0 39*8 49-8 51*0 54-Q 26*9 —17*9 ^22*5 ■.V 187$r Jannaiy ,Mii!^ : jgjw, August ,, December 187]k^ January .J^-, June December January June n 1878. 16*87 cents. 11*22 10*24 14*64 14*82 . 8*83» . 11*61 .12-59 7*38 » ir » w • „ J«n» ^^ '" +i" effect of climate upon thtf COTBumpltea of taf " l"*' '" i' re haTe>, 9 run at oicreaaed , by ibe ardioary din. 13'2 24-0 10-3 11-4 30-0 39-8 49-8 610 54Q 26-9 -17-9 -22-5 7 12'93 es. ed by snow. , as may be nng figurea t conditionB Sib H. W. Ttur on Fuel, Bepnira of Jtdling Stock, ix), 1878. 21 aate upon the onthB of the ■ ■',- ' ;''^>' r 1876. , . mi ^iToodper Cotdper C!onaBmpti April ... • •» 11818 63-31 3-41 *i»y -v^ • *i 104-30 48-99 3-16f June ../ * ••I ; 98-67 . . 46-87 ^ 310 -- t ■' '. ''i. a ,., months of sections of 36% In working out the cohsumptioa of fuel in the January aAd July last on the we«tem and central our olirn road,, tiie iresults were as' foUows : — On the line west of Toronto, the consumption of , \ coal per car mile in Januaiy over July was On th9 line east of Toronto, ^d up t« Montreal, the consumption in January over July was '^ £ast of Mdntfeal and down to Gk>rham the excess of wood consumption per car, mile in Janiuttyover July was .u We happisn to have the means of comparing the consumption per Freight oar mile on the ,': r Oroat Western in a recent year, in the J. V ^ 'month of August with the month of January. The excess for January was ... ' The^ figures may npt be perfectly accurate. Tiiiey have Imil collected from a pises of details. But th^ axe sufficient to W* dicate that our total oonsumptiQii of fuel m larg$l^ inerMUtd by ^ severity of the climate, and that^ in this lespeot, we axe mxm w(»ae off than our neighbour. ^V* it' - ! 10-4V ..,«!>- § \ \W- 1- m., :.%" •:•!. ^ iXXXmpnVE EXPEimiTtJEE. I hu9» now to notwe c«^ !*™^ expenditiwe. „^ , tltiMX«oi o£ the CJofapwy'B l«»»^r;*7^^ the Gwnd Trunk ^S that*of the Great ^frtem Comi-g J^ ^^ expenditure ^ «,^. Bpt It ^^"^^theWnt bfthe WQ* ^^ -J^ must be ^"J'**^,^^^^^ o« that work, and no^ tialcntio ought maww* _W- iw„ cmidit-nB into co^^^Xeraiid Trtmk »nd the G«*t\e^ » Now, if tJie «»*^„S iiS^-found that the «««>*_ ^rurfc Companiea are examined, it vou^^ 3lBt December, 1877,^ engiSTfor the year T^JPf^^J^ia G«at WeBtera r«. <*^' *»7 012 milto each, wtabl ttiose 01 w« ; 53;W7 milee each^on^av^^ ^^^^^^^^^ ^^ «g^ :; lire been i^'^-S^'^^jSil'^ aUowi^ for « Tniiik spent in 1876, £97 "^"^'jEiTdbo for the yew; » « mT^^O P*^ •'TS^* f^vear -^ad 1878(lMilf-ye«) «1«77 X107, or £46,000 mtitoT^2iforthey«ir.» « £66. 108. P* «°«??TV*^lS^^S^tiuB preceding figatea ?SonlywSyiBwh^^tooaga«^^^^ ■v!^'-i2«t JE22a on ^lG^J2f'3^i*appe«i tha* ihe .j^5 o« tbe Gmt ^«*«f-^^ i^.of: 187J ^^T ^^^.^^la-JcbwdTh^ SSrSTfi-tvhiatye-r of !!rr:flE-ea to the^'enewl fr"^ "^S,^^.^.,^ Th«*««»». 5g?^^78 were omitted hy^e^W-^^^ dWWf* «P showing fotrthe repaira of ' "*■ of reneysWi , incf -^^ of en| ttom 1874 * »^ l^jirU»erGfBi^ lor the repair jand ^^^ ^?ZinBt £103. 88. 6d. on tke £108. 188. Sd; per half-year,^* "g"*" , ^ :r^ made on tdTronk pencUtore f tfpon nd^^Trunk 1877, ran rith „ aes on ih0 the modo tables aoA laintenance Uowing for the Grand iB.yaue; in le y6ar; in - 8 (balf-ye*^) the year." ,j(i]jg fignres «at Western ' up showing ^ repairs of of reneys^ m, moUnp vlofen^Ees. id Trunk ex- lie yea/ 1876, '4 per enpne m, X214i as MMK that the ol 187» wew e.fi«t4h*t^th» fc ThBf*««w*» the 4i y«w» e avetage coat u td Trunk j ggi Snt H: W. TvibBk on FuO, UfMS' m^MNm^ Olf ft* ii^iflin^ Stoot, <£(;., 1878. 2S of nvkhMT^ IjBM tbMR 10» per repiaEV ,,<>' 8b. 6d. on ibe IthiM" been entireiy omtkKhtAt tha*r tk9> cart of* oL engines (iiigh>''< to b«» Avokav rnhjaaintgr 'flw !«;Dl|^w«riB' doM hgr' tiiM^f aaA i*«) wOl: be' fsoHi) fton the MBBita that' Hk^^ i jii ii o»i tto Qwi Thuik mvved, qir tbv ayHapy no » Itam ttawt 22'08>per'oent,i .than. tb» OtJMt'^ WM tM M il i ii ig j i ii m . 'Om^garrn'mmt^ Mfleg'Wx'wl y^rrliocoinatiTip- JuM, 187^ Dea,,1876 Jtm^ 1876 ]]»ec., 1876 June, 1877 Dec., 1877 Jturn^ 1878' i8,W9 9,«52. 9,G64 10,106 9,375 10,677 9,794 1^27 -^476 12,719 13,056 12,174 13,660 12,669 1^1,§11 169^516 162,834 171,376 162,267. 1B«»690 163,267 ^Total ......68,217 88,680 1,127,640 Jtfy? 18T» Jim, 18T7 Jnlf^ 18T7- Jan., 1878 1878 cUkat WsSTBRir. Miles' taAYBcl t pwl'psr 8,es»^ 9^283 9,882 9,890 y ^ 1M29 11^01«> ili4>t#^ 10^696 11,93(8 11^. Il21i8n- lt6,9T2; 1S7,6C4 182,80» ll»i«if< 147i2rs 16a,«W V 78,We 919,33» Total ......63r,461 Grand Trunk excess over Great Weeteni ....... 4766 10,084 208.301'. Per oentage excess ... ^.. n7*50 12-83 22*66' Hie Great Western O oi p U i do mi, ikt their accoimts, gtvetho tMil nakmgfi mn by their eBgiMvprier'to the^ halfyear ensMl JinaiT, 1876 ; lMii,tBhin9iii»«eooaMtefor th»yf«mfn«the lit JHfyi 187S, to it& Itt^Jk^WrS, it Witt bft foobd the Qnad TStak fm^pamhun rm m a» a^vnge 3,660 inle% or 16 p«r Mttt. perwBuwfarthte thaailie Gfeal'Weetem/ei^ea. TKs oompaijson overall esienled period, which is the only fiw iMpite-of lieaUng with th» wi^e e t , sh^ws^ooiiolusively that not only laMrthOHXist of repairing liit» loooBotiv«»on the Giaad IVdnk beoi mariy th»aane as that on the* Great Western^ hutiuttiier, th^ more work. ■\,: c. II ''^. y ' ♦. ii0it^.&ra^ Trunk Itailwatf Company of Canada. — Memo. Tbcifigdi^ of ^e Great Western Compitay'e expenditure are '^vicLently quoted (in the oritioiBm above referred to), leas the expenditure on the leased, lines, so that the Comparison therein contained is, for praatioal purposes, nmply valueless. ' No inconidderable charges for turntables, repairs of workshop!^ ' JcoL, are on the Grand Trunk charged to the IxMomotive Depart- ment, and on the Great Western to the Permanent Way Department. In the Great Western Aeoounts f» ' This latter is, for reasons already stated, hardly a fair com- parison, and is only pven as an illustration, As ahready stated, the Great Western run proportibnately more passenger train miles; the Grand Trunk has more piloting, shunting, and %ht running to do in proportion to its mileage. It is hardly possible for the purposes of this comparison to wparate these elements of difierence. • ' _* »_ « The following figures per>train mt%.are given timply for the purpose of illustration. Taking account of the shunting, &a, mileage, the results were — • -. • -■ • d. • ^ - Grand Trunlr ^ v^r v.. -va 5 "49 pet train taile. — Great Western >.. 5*62 „ . Others have compared our expenditure with that of English finest but they have also fallen into the error of dealing with the expenditure per engine without reference to the work p^ormed. The returns of FiUglish lines do not give the oar mileage, and that standard of comparison is not therefore avail- able to us. But there is this further difference between all English and American and* Canadian railways, and it is import tant. In EngUmd, a vary large proportion of yard shunting is doae by horses. In Canada no horses are employed on such woik. In addition to the train miles run in the half-year ending Jttne^JiaiaH^ia i r o ii g i ne B did 1^2^05,00^ miles. t' i'l ; I 43iK H. W.TnoLpnFuel, Rqpair$ ofBoUing SUfck, Ac, 1878. ^6 ? OAU EXPENDITXJRK The relative cost of repairing the car stock of the two Com- fi|iu«A has also been retferred to in tiie following terms : — " The chai^ for repairing passenger cars is equally high. " At the sam^ rate as the Great Western we should have «« saved b). 18(76 at least JE16,000, in 1876 £22,000, in «« 1877 £27,000, and in 1878 at the rate of £30,000. In. -* freight cars I find that if we had worked as cheaply, we ^'should have saved in 1875 £14,000, in 1876 £17,000, in " 1877 £18,00a" - ; V There seems no ground whatever for these stetemeht& It is, unfortunately, impossible from the form of AovGreat Western, accounts to compare precisely the expendi*or^vfor passenger and freight cars, as the aniounts charged by the Great Western to renewal fund in lieu of renewal cha^jee are not apportioned between the two descriptions of cars. On the other hand, the oha^;e8 on the Grand Trunk show the cost of repairing both descriptions and indude the full cost for renewals'; and, as was reported at the recent half-yearly ipeeting, the rolling-stock of the Grand Trunk then included some sixty-eight duplicate cars, paid foi^) out of reveoue, in excess of the number borne . • -*« Istft2ndcla88 passenger cars. Post office, diningcarb,fto. baggage,^. Great V?^estem^^... 166 ' 111 Grand IVunk (indndiog • * > ' hired cars) ... 303 84 Being unable to make a oompariaon of the cost of ntpairing the two daases of cars (paasebger and freight), we must compare tdmply the cost of repuring the iniole car stock of the two companies. The result of such oompariaon is to show that for the i\ yean from 1874 to SOUi June, 1878, the^oost of the repairs has been £8. I8s. 3d. per oar per halfyear on the Grand Trunk a* Against £8. la. 3d. on the Great WMtem, whilst the cost p^r oar |Mr miU per halfytar during the saflke period was only '28d. on •theOiand Trunk against STi. on t^ Great Western. Thia is owfa.» tn th^ «-^ *^* *«i>i^* ♦i'^ -1"^ oar stock of t he G ra nd Total car stock. 276 887 y /" 1._^ ij'i 26 TheGramdTtm^BmlM IVunk, including foreign cars, each car has run during the three years 1876, 1876, 1877, and the half-year to June 30th, 1878, no less than 64,841 miles, against a total distance on the Great Weatem of only 39^78 ]di]«8 per car. Looking, therefoi»,r con- clusions. , Dealing with the total expenditure for thetmaintenanoe and repaun of cars as shown in the accounts of the iwo i^nnanies, ire may select the year 1878 as an example, without goiog throu^ the htbour of working out the statisuos for other periods, and we may adopt the follawiing mode of arriving «t lesolte, viz. :— ^ing the total ttzpenditure of the *wo1iMe-,.adding thereto the Amount paid for use of cars of foreign companies (^hich i« heavier on the Gnnd Trunk than it is on the Great Westemii iid ewditiBg nothing to the Gaand Tri^k for tepMrs And L *aiMoe of wockahops (whioh expenditare is, Jiowever, ineluded itboeeplioftM»Ao the freight oars, the xesnlts "will be luund to be-- d.; Grand IVunk passenger cars per mile ... (Hi64 Grand Trunk freight ears, per mile 0*269 Great Western passenger oars per mile (HM4 Great Western freight ears per mile' O^MB This is a efmqiarison whidi is manifestly unfair to the GnMid Trunk CQpnpany,fiDr this reason: vre pay-r-as would appear frem the accounts— >& muck laiiger.aam for the use of foreign companiBS^ catrs than the Great Western. These payments for use of ears include, as akeady remarked, interest on ei^ital as wdl as iihe cost of th«r 'maintenance. Chi these cars, whilst they are ••& the line- of the Grand Trunk, a oertain amount of y^A has also, in acocrdance with general custom, to be done. These figures are certainly no proof of extravagant ezpeaditare on the Grand Trunk, or of n«gIeetiof the iiiterests of theOmn- pany. ^, , -. ^, V ,,., , CONCLUSION. In fairly comparing the fuel expenditure of the Grand Ti^imk with that of the Great West^ Bailway Conqiany, the geographi- cal poffltions of the two railways, and many other circumstances, must, then, be taken into account. Even west of Toronto, the conditions of the two lines are veiy different as regards climate, length, and gradients, though th^ are in aome -respects similarly situated ; the Grand Trunk ea^tending from Toronto and the Inter- national Bridge on the one side to Detroit and Godecich on the* other, whilst the Great Western OLteods from Toronto and the Suspension and Buffalo Bridges on the east, toSamia and Windsor on the west. Within the above area, the Grand Trunk and Great Western Companies, as far as regards first cost, buy th«br fuel at nearly the same price. Last year at Bui^nsion Bridge and Blaak Book (Buffalo Bridge), the Gnat Western paid $3 and $3.10 per net ton, and the Grand Trunk at Bhwjk Bock (Buffalo) $3 and $3.05 per net ton. At Detroit, the priee paid by both Companies was exactly the same— r$2i85. But, whjkt Toronto is the meet eaetwly point of the Ch>«at Western syalan, the oential and most uaportant district of the Gratul Trunk lies between Toronto and Idontreal, a diatanooraf 333 mUes ; and from Toronto, the moat eaateriy point of the GaMt WestMrn, to Portland, the most south-easterly ptnnt of the GiMnd Trunk, the distauoe is 630 miks; and to KiviereMlu-LQup»,ithe ^ most north-easterly point, the distftnoe is 616 milea. It ia >pp«a vthia portion of the Grand Trunk Boad, «Mit of the Great WmiiKa, . ^ttat about five«xths of' the whole ooMumpti^ of fuel takaaphM. n 1^ Grand Trunk Satlwai, Company of Canada,-l[emo. by SSnf^^^^""]^"^' *"^ """ *»»« ««*«m Bide, the coal fiddBof NovaSe^tia, distant more than 1,000 miles by seaTor wh5S*affI;TS^*^*,^°^ir** *^ «* per ton' alongside ti»e ILdS«^« f Montred, 83.76 per ton, deUvered on ^e wharf, S. J^S^ Wl^ *°' *^^ ^*^«^ ^«>"» Moni^ westward m^B wZ T^*^ "^"^ ^ necessarily obtained at^hat port. ^Sto ^ P^»P*"y «««»» is unfortunately soft wood, and ite ^o^^^.l """.** ^T **^ *^* wood%uH,ha8ed on tS Sf^^dS^'^K- ^ r ai'^t^tion. I Wy say that on S^ S^wlS^l' ^^^ ^"^ was used, a -cord produced 461 Zd^'3^i'^**''r"!».'»Ti^^ """ ^^"^ eastern section only Eiwi ^"^^ *^^ difference arising mainly from the infiOTor 8tt«m producmg properties of the wood. f ♦V« n A S?i^ ''^ *^® dirferences hetween the >cost of ^el on (J.) The greater first cost of fuel. ' Xf^ (2.) Theaddi^onal cost of hauling long distances, and of " /ovm, "**^dhng at different points. (3.) The quality of the wood. (4.) The effeot^the climate on consumption on different purts of the line. (5.) The loss from stacking cbal, necessarily obtained in the ia\wu ^^^' *'®*^^ "^^ ^^^ ^°"« Periods in advance. >?'( mj® 8™dientB on some portions of the line. (7.) The extra shunting necessary on a single line of so great I a tength, and the proportion of double and sinde line working: "^^lo « ^^'.Sr?*^'^'''* '^P"'* °' •^"^y' '^^^' *»« "^t^d : "That he «Z^^?k! • ^^7^^,.^J evidence, or even f^ir inference. «^nffti^r"*/^^;^;^°^^~ "^ '^^"^ expendit^ on the « E^KV t®*!?'* ^Y Company, or tixat, if it were possiWe "^SS,^?^*"?./'*^?"*^ comparison, it wooTteS agamst the Grand Trunk," and my own enquiries have led me to the same resulte. At theS«une time, he pointed out thenTwh^t w tiie case now, Uiat the different modes of dealing witTS; ^ rfhaulage, and w^tii the apporti^unent to departments^ X .'Sfl t^tt' ^^^ '^* in 8«nJdiff«,«nce8 in the issue price of fod,--that 18 to say, as regards 09b company, the cost of fiel was ^iTi3,S "*"* **" "PP"^ "*''**'" diffeiStitems . Instead of the results of the working for the kst three and k iS^^C^t' wtSrl"^?*^ ^""^^ disadvantageoTsly^Itt "lae Mre»t Watwn, a fair comparison of th« f^.i^/j^^. :..t(. \ ifferent ^ in the Sib ^.W. Ttleb on Fuel, Jtepairs of Sotting StolbKt <^., 1878. 29 to an oiw^ly oppoato oondosion. The Onmd Tt^nk has had to work under the disadvantages of higher cost of fuel, greato* distance from sonipoes of supply, necessity for stacking, wdrse gradients, longer single line, and far worse dimate ; and yet the whole expenditure for working the line has, during the period referred to, been at a lower percentage of the gross receipts than on the Giteat Western ; although in previous years, owing to the more &vou]rable position and circumstances of the Oreat Western Company, the percentages of expenditure have been greater on the Grand Trunk. I attach four statements A, B, and D. (A) being a state- ment of gross receipts and working expenses, Ac, of the Grand / Trunk Company, for seven half-years commencing with June, 1875,/ and ending witii June, 1878 ; (B) bdng a similar statement for the Great Western Main Line, and (C) for tlie Great Western Main line and Branches lor the same period; and (D) being a comparative statement of the tottd working expenses and actual car mileage on the Grand Trunk and Great Western systems with !&:«nche8, respectively, for the same seven half-years. Epitomising the figures, the following is the result — Grand Trunk Great Western Main line Great Western Main line and Branches... . ... Feroentegvof GroM Beoeipta, . 77-86 7988 81-37 Working expenses. P»r Tninllito. d. 41-11 46-86 Per Traffic Far KngineMUe. Cm Mile, d. d. 31-62 37-40 2-49 2-98 46-70 37-67 3-22 5-78 0.49 Excess on G. W. Main line ... 203 fi-76 Excess on G. W. Main line and Branches ...^ 3-52 4-59 6-05 0-73 It^will thus be seen that linder eadi of the above heads the Gland Trunk has been worked at a considerably lower rate, both ' '^ in 'Comparison with the receipts and with the work done, than the Great Western. << To put the matter simply, had the working expenses of the r 2 Grand Trunk for the seven half-years to June, 1878, been as high in proportion to the gross receipts as the working expensea (1) of the Great Western Main line, or (2) of ^e Great Western Main line and Branches. Then in the former case a stun of £130,000, and in the latter case of £230,00(^ would have been added tp the_ ^ -^ Grand Trunk working expenses. i> The relative positions which the two Companies occupied in year ended June, 1873 and 1878 are illustrated in the foUbw- . iiig llgur** :^ N^-r ::/: J«^JJ^pfflipanyAd«sr«8e was efiectod in fee ikce of a Jjji^nm.ttot«e«jit8j^t»a,p,r uuk for .fe^t „/^er^5 J^je^ij^(^feuaiiuig our ttpaidibwe i^wakTf^^Wte ^^ their office™, as well as^ ^'wS S^*^ ^**T^ "^^ ««»^<»» «J«»i»^stration. weShXi^ °^^^ ?^-' **"»* ^''^^ '^ «»« conditions ai« fairly ■ ^^J^^-*^"^^??*?' "^d ^ten the only true test-of ^k SS^^^~:'!^*P^"'*^ *^* comparison-made in the fiS STJL^ iS" u"^*"^**'*^ *"°^-^ aatis&ctoiy as iS ^ Grand O^k Company. We must always, jw wiU^ ^Gtj"wL«J" %* " di-lvantage, ii. ^J^ri^ tjS tfie Ureat. Western Company, as to the «ile at which we _Me able to charge out fu^ for consumption on hv far the mLS^ ^n of ti.e Grand Trunk Railway. ^But JL^iSvTnl^y ^ttfTT^^.^x?"' P^'^t^ge ofyroS^g expenses ial^ than that of the Great Western Company, and the wSSmdw^ git we must n^ remain satis6ed with that advantage. Se^mSt Wn^.r ^ *^" ^""^ °' '^o^S'than others in the pas^ hut S^«^?V^!rS .'*™^^^ ^°* 2°" economicaUy aS^mom '^W T?'^'^ Fuel ^ the most tellingariide of our r ^ZT wi!?"^?!,*^^ '''*'" *^' ^ ^i Vo in the total of our working S^S J^"^ ^"*' ^^ "^°~ expensive, and more diffiS t^TJ ^ ^'^' '^^ less eflfedive for produeing «te«n on portiomiofourhne. We ipustprooiBed with tliE coupon of rice is not rained by exceptional or artificial eauses, employ a larger proportion of ooaL We must con- struct more fuel slieds, sod in^ffove the connections at Montreal, and the means of handling at liwt and other poinis of coal supply Imd coaling stationa We must endeavour to further im- itjprave oxtr rolling sto<^ and to reduce our passenger train and car mile^tge in proporti<»i to the number of passengers carried. We must, in fine, leave no stone unturned further to reduce "the cost at which fiiel <»n be charged out for consumption, and to iner^tse the proportion of work which can be obtained fix>m its employment -^-=i^f&^ ■¥' H. W. TYLI^fi, 21, Ou> Bboad Street, London, KO., February, 1879. / ' • , -i r ' * / r x: \ ■ .\ 32 The Gtflnd IVunk Company of Canada.-^Memo. hy i ?. Sift . v. -,■*■ ..:./-' mo.bjf SirH. W. TJumon^, Btpairt of SoUing Stoek,i:c., 1878.^ 33 Ol. «<» Op CO CO o to 00 lO >*t' Is s. .J'" 31 ;m dW7Viw*ja^^ Cbiwi^ilimo. t 00 ^•1 S" fc* g 2f Sb «f S !§ 1 ^"^ ^ •"■*» »n(l-8 »,>5 >5 % CI- o l<9 v„ ~* Sn4.W.TnmonFita,B^irMo/Bomng^tock,^, 1878. 35 «« g^a toco «4» A ' «D 00 ; i-i CO (xro* .1-6 6 6 oo o M t- o o ^ 2 CO (M« CI 0(0 lO CO e4«o s--4^ •4^ Tew in which the live not been faithfiilly ' commence in the early ipleted by ^e end- of (f the wood has to be tLyover distftnoes which be got out when the I good continuous snow • 'of deliYeiy, and ex- rthe (different districts. - |e quantities deliyerod, ent's office each month, [e' Contractors.- These I they are rendered, biit r has disappeared to Murly in the tjpn^[ A ^ ■ i . - ^ w. •1' l-'^ ' \ V ■ " '" ■ - ■ ^l" - - N « '■' 4 \ 1 ,, . /\ \ , ■ "- ■' ": - '\ , ■ ■ * -; .'■ > ■ " i'- tt » K'.- . *. ' ' ' y l V ■■ t* 1 t .1 •'..' *« "^^ ---:,-r: » " ,\ « m • *- ,* / *> ( 1, / ■ "' « •■■ 4 1 ^ ^^ <• 1 ■ ^ ' . ■ ' ~' ' " ; ' yy'r * " V 1 I ' 1 KB * \ w t > ^' a