STATEMENT OF MR. J. O. INNES FOR IWCCA HOUSE COMMERCE SUBCOMMITTEE COMPARATIVE EFFICIENCY Ratio of Equipment WEIGHT Ratio of Equipment COST to carrying capacity A STUDY OF COMPARATIVE EFFICIENCY OF BARGE VERSUS RAIL TRANSPORTATION The purpose of this study is to examine several of the comparable features of each mode, and thereby to endeavor to evaluate the relative efficiency thereof. As demonstrated by the accompanying worksheets, the measure of efficiency is to be the quantity of material and energy input required, for the production of similar units of transportation service. Summary of comparable features-barge versus rail 1. Weight ratio of equipment to capacity: (a) Average weight of towboat_ Average weight of locomotive_ (b) Average weight of open hopper barge__ Barge ratio_. Rail ratio___. 2. One-ton capacity cost: (a) Average cost of towboat_. Average cost of locomotive__. (b) Average cost of barge__ Average cost of hopper car. Barge ratio of cost to capacity (1 ton). 3. Diesel fuel consumption: _tons__ 750 __do____ 1, 600 _do____ 170 (a) Average barge (Lower Mississippi, Upper Mississippi and Ohio) Average rail_ 4. Maintenance and repair costs: (a) Average towboat__ Average locomotive_. (b) Average barge__ Average rail car__. $120 $320 5. Labor productivity: 1 From manufacturer and railroad mechanical department-about $100 per horsepower, but some railroads require additional equipment. 2 General purpose Alco-Ge freight locomotive, standard on various railroads. Specifications obtained from builder's brochure and railroad master mechanics. 3 Carbuilders Cyclopedia. 4 Transport Statistics in the United States, I. C. C. (Costs are listed as averages.) 5 For flat cars, the 1-ton capacity cost is based on 60 tons instead of actual capacity, because actual loadings hardly ever exceed 45 tons. (I. C. C. T. C.-2.) Specifications of tank cars from brochure of ACF. This is the 1-ton capacity cost per type of car and calculated by dividing car capacity into the average cost of car, plus the result obtained by dividing the total number of tons-capacity of the train into the cost of the locomotive. For the purpose of this study, a single unit Alco-Ge No. 1600 locomotive is considered as hauling what would be an average train over varying terrain; 1,600 gross tons, from information furnished by the builder; Erie Railroad uses 4 units to haul 5,450 tons eastbound and 4,000 tons westbound between Marion, Ohio, and Salamanca, N. Y.; Mopac uses 2 units for 5,000 tons and 3 units for 9,000 tons between St. Louis and Southwest; New York Central Railroad uses 3 units for 3,200 tons from Selkirk, N. Y. to Springfield, Mass.; Union Pacific Railroad uses 4 units for 3,000 tons eastbound and 4,000 tons westbound over Cajon Pass. From calculations based on information in Transport Statistics the total revenue and nonrevenue 1,000 ton-miles freight, 664,521,565 is divided into total maintenance costs for locomotives and for freight cars; obtaining costs of $0.59 for all types locomotives and $0.86 for all types of freight cars per 1,000 ton-miles net. To this is added the proportionate costs of superintendence $56,132,892, shop machinery $22,882,406, and power machinery $4,284,743, deducting nonpertinent costs. • From Fuel and Power Statistics of Class No. 1 Railroads in the United States (I. C. C. statement M-230 (OSE)). For 4 months ending April 1957, 1.74 gallons Diesel fuel per 1,000 gross ton-miles including locomotive. The amount of 4.21 gallons per 1,000 net ton-miles of freight is obtained by dividing the total number of gross 1,000 ton-miles of freight trains, 1,616,207,357, by the total 1,000 ton-miles of freight, 664,521,565 and multiplying the result, 2.42 by 1.74. (Ton-miles from Transport Statistics.) 10 Ton-mile figure for labor productivity is obtained from calculations based on information in Transport Statistics, and I. C. C. Statement No. M-300, Wage Statistics of Class 1 Railroads in the United States, 1956. The total of freight train and enginemen thus classified in the statement is 94,580 and to this number is added the number of yard engineers, motormen, firemen, helpers and conductors who may be engaged in the handling of freight trains. Since the statement provides no breakdown for freight and passenger yard men, it was necessary to find some basis for such a determination. This was done by calculation of the percentage of passenger trains-gross ton-miles, of the total transportation service-total gross ton-miles (which includes everything freight and passenger), and which amounts to approximately 15 percent. On this basis 85 percent of yard men were determined to be engaged in freight service; 99,185. The total of 193,765 employees is then divided into the total of revenue ton-miles, 646,519,282,000, and results in the amount of 3,336,615 ton-miles per transportation employee. (Passenger trains, total gross ton-miles, 274,801,085,000; transportation service, total gross ton-miles, 1,891,008,442,000.) Source: Information re Barge Lines furnished by I. W. C. C. A. Barge Lines. |