. Official proceedings . at their low point which 45 varies from ]U3G to IdM) inclusive. The 1930 figures are doul:)t-ful, due to the eftect of the depression. A further analysis indicates that there was very little changein wages and cost of material during this period. We haveanalvzed the cost of repairs of numerous roads taking from <!to 5 years of the period mentioned. With the complete inven-torv of the road we, of course, had locomotives of varying agesfrom one to fifty years old. Our analysis consisted of separat-ing the cost of repairs by years of age, using the Horse PowerUnit as t
. Official proceedings . at their low point which 45 varies from ]U3G to IdM) inclusive. The 1930 figures are doul:)t-ful, due to the eftect of the depression. A further analysis indicates that there was very little changein wages and cost of material during this period. We haveanalvzed the cost of repairs of numerous roads taking from <!to 5 years of the period mentioned. With the complete inven-torv of the road we, of course, had locomotives of varying agesfrom one to fifty years old. Our analysis consisted of separat-ing the cost of repairs by years of age, using the Horse PowerUnit as the measuring stick. The results of our studies arerather astonishing in that they indicate generally that on anygiven road all locomotives of the same age have the same costof repairs per Horse Power Unit irrespective of the size orservice of the machine. Stated another way, having obtainedthe cost trend of a road, we can predict the cost of re[)airs i)ermile of a given locomotive for any number of years in the n 19 21 23 Aae. iH Years Figure 3-16 37 1 0 2 At this point I will give some examples of tlie results ofour studies. Figure No. 3 shows the average cost of the maintenance oflocomotives that we have studied on trunk line railroads (trunklines as distinguished from switching roads). Curve A shows the actual figures as given to us by therailroad and the average cost per horse power unit of all thelocomotives considered at the various years of age. Curve B is a five year moving total of the actual costshown in Curve A. The five year moving total was used inorder to smooth out inequalities in Curve A. Curve C is the trend determined from Curve B mathe-matically. You will note that in this cost trend, made up of the actualfigures from 6,400 different locomotives covering 14,994 locomo-tive years, that the actual results, Curve A, form a definitetrend and that the calculations producing Curve B and thefinal straight line. Curve C, have not in any way modified thistre
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