============================================================== Road (Fiscal Years) | 1901 | 1905 | 1910 -----------------------------------------+------+------+------ Pennsylvania Railroad (East of Pittsburg)| 478 | 498 | 649 Pennsylvania Company (West of Pittsburg) | 382 | 420 | 511 Pennsylvania System (Both) | 454 | 476 | 607 Chesapeake & Ohio | 511 | 557 | 701 Great Northern | 347 | 541 | 520 Erie Railroad | 379 | 416 | 497 New York Central & Hudson River | 365 | 381 | 413 Northern Pacific | 324 | 367 | 429 Atchison, Topeka & Santa Fe | 238 | 265 | 298 Chicago & Northwestern | 255 | 259 | 261 New Haven | 208 | 222 | 293 Southern | 190 | 194 | 237 ============================================================== The great coal and iron roads, the trunk lines and the transcontinental lines all concentrate their business; while the granger roads, like the Atchison and North Western, the roads with much local business like the New Haven or the Southern, operating in sparsely settled regions, all have of necessity smaller trainloads. But all alike betray remarkable progress in this regard. In 1870 the average for the best roads was little above 100 tons,--such as 103 tons reported for the New York Central and 137 tons on the Lake Shore. From this level to results of 400 or 500 tons on the average represents a notable achievement. The Lake Shore for 1911 reports a revenue train load of 635 tons. It should be observed, however, that such results come from longer trains, not, apparently, so much from larger cars. To raise the average trainload on the Wabash from 196 tons in 1890 to 386 tons in 1908 is also worthy of note. The significance of these recent figures can be realized from the fact that the London & North Western, one of the leading railroads in Great Britain, reports recently an average freight train load of only 68 tons. This represents probably a fair average for European railroads as a whole, although in England the general practice of privately owned cars, of light locomotives, short freight sidings, etc., may reduce the figure slightly below the continental average. Statistics not only show the notable improvement in recent years; they at the same time show how the trainload performance is affected by trade conditions. For nearly every road the trainloads for 1904 were distinctly lower than in the preceding years. This was a year of acute business depression. The movement of great staple commodities, such as iron ore, coal, steel and iron and lumber, was greatly curtailed. All business was conducted on a narrower basis. Smaller trainloads were an almost inevitable consequence. The revival in the following year, however, immediately