may not have been accurately placed, or the spike may have turned or
twisted.

Whatever was the cause, it was found that frequently the line on the
moved side was not perfect, and, of course, many spikes had to be
drawn and the rail lined up and respiked. The more careful the work
had been done, the less of this there was to do afterward. With rough
track this was least seen. The nearer perfect, the more noticeable it
was.

Of course, we all planned to get foreign cars home and have ours sent
to us. But when the interchange stopped, we found we had many foreign
cars, which, of course, had to be changed. This subject had come up in
convention and it had been voted to charge three dollars per car when
axles did not need turning, and five dollars where they did. By
comparison with the cost of changing, as shown in this paper, it will
be seen that to our company, at least, there was no loss at these
figures.

The following tables will explain the work done upon the Louisville &
Nashville and East Tennessee, Virginia & Georgia systems.

It is to be regretted that the writer has not at hand information
regarding other roads, that fuller statements and comparisons might be
made and the showings be of greater value.

The figures of the Mobile & Ohio are added, having been compiled from
the annual report of that road.