I have placed two sample boards, prepared and varnished, and exposed them to all kinds of weather and to the constant and steady rays of the sun for an equal length of time, and both gave favorable results; and I have also put the same varnishes on a car and found very different results.  One of the varnishes having some properties adapted to resist the friction caused by cinders, sand, and dust, and consequently not so liable to cut the surface, and therefore much more durable.

The system which I adopted long ago, and to which I still adhere (not on account of “old fogyism,” but for want of better), is as follows:  I have two varnishes which I want to put into competition to test their relative merits.  With varnish No. 1, I do the south half of the east end of the car and the east half of the south side of the car, the north half of the west end, and also the west end of the north side; this is also done with the same varnish.  On the other half of the car varnish No. 2 is put.

Thus you will see it is so placed that, should the car be turned at any time, both varnishes on each side will have the same exposure and circumstances to contend with.  This I regard as the best method to test the durability of varnish.  And again let me say that it would be wrong for me to argue that because the varnish which I use gives me the best results, therefore I would regard it the best for all to use.  This would be wrong, inasmuch as we have a diversity of climates between Maine and California, and between the extreme northern and southern States.  The varnish which has failed to give me satisfaction may be most suitable for other parts of the Union.

As to the second part of my subject, “What length of time may a car safely remain in service before being taken in for revarnishing?” this must be regulated by the nature of the run and general treatment of the car while in service.  Through cars are frequently continuously on the road, and little or no opportunity can be had to attend to them while in service.  Such cars should be called in earlier than those which make shorter runs, and where ample time is allowed at both ends of the journey to be kept in order.  And again, cars which are run nearest the engine cannot make so large a running record as those less exposed.  Some roads, for a variety of reasons which might be given, can run cars for 14 months with less wear than others can run 12 months.  So that I hold that the master painter on every road should keep a complete and correct record of his cars, and have an opportunity to examine these at intervals and report their condition, in order to have them called in before they are too far gone for revarnishing.  If this system was more frequently adopted, the rolling stock of our roads would be more attractive, and the companies would be the gainers.

I cannot lay down a standard rule as to the exact time a car should remain in service before being called in for revarnishing, but I find as a general rule with the cars on the Michigan Central Railroad that they should not exceed 12 months’ service, and new cars, or those painted from the foundation, should not be allowed to run over 10 months the first year.  By thus allowing a shorter period the first year the car will look better and wear longer by this mode of treatment.  Cars treated in this way can be kept running for six and seven years without repainting.