Re: Uses for Reefers


Bill McCoy <bugsy451@...>
 

The AAR through their Car Service Directives handled empty
disposition on all cars with the exception of reefers. IIRC the
reefer operating companies handled their own disposition. AAR dispo
was based on need for a pariticular car type on different railroads.
These directives could either be " return empty to the owning road"
or "load to a point closer to or on the owning road" and were
usually at the request of the car owning road. The originating
carried always has the option of supplying the car for an outbound
load. This car may or may not be of their ownership depending on
whether they had cars of their own available and their per diem
balace. The shipper also had to have the carriers permission to
reload a car. This was handled with the local freight agent and
assuming there was no CSD covering the inbound car, was more than
happy not to have to round up another car. With the rate making
freedom given by deregulation in 1980 numerous westbound rates were
put in by western roads discounting rates on cars of their
ownership. This could become a bone of contention with the eastern
origin carrier who had no desire to reposition a specific empty when
cars of their ownership were available.

Ben Hom's excellent X-29 presentation at Cocoa Beach covered the car
ownership picture at the end of WW II and showed the overwhelming
box car ownership of the PRR and NYC which made most likely made
them happy to have cars out earning per diem rather than insisting
on empty returns. Maybe he could share with the group his slide
covering this.

With regard to empty reefer reloads, the textile and furniture
industries in the Carolinas were major users of empty PFE cars.
These were two or three for one rates as mentioned in another post
and allowed these cars to go to different intermediate destinations
in the west under stopping in transit provisions.

Bill McCoy
Jax

athem ir in b--- In STMFC@..., "BuyGone Treasures"
<buygone@e...> wrote:
When the agent or industry clerk was sighing the bill of lading
with the
shipper, as long as the origin railroad got its long haul, nobody
cared
which direction the car was traveling, in relationship to its home
road.

Paul C. Koehler

-----Original Message-----
From: steamgene@c... [mailto:steamgene@c...]
Sent: Sunday, January 30, 2005 3:37 PM
To: STMFC@...
Subject: Re: Re: [STMFC] Re: Uses for Reefers


I was under the impression that a foreign car was to be sent back
towards
its home road if at all possible.
Gene Moser
From: "Charles Morrill" <badlands@n...>
Date: 2005/01/30 Sun PM 06:12:52 EST
To: <STMFC@...>
Subject: Re: [STMFC] Re: Uses for Reefers


Perhaps that is an explanation for why some cars appear in
photos so far
from their normally expected (by model railroaders) travel
routes.
I would
doubt that a shipper would be too concerned about making sure
a car is going
back to the home road.
Charlie

----- Original Message -----
From: "BuyGone Treasures" <buygone@e...>
To: <STMFC@...>
Sent: Sunday, January 30, 2005 4:53 PM
Subject: RE: [STMFC] Re: Uses for Reefers



Charles:

There is no reason that a shipper/receiver could not unload a
car and turn
around and reload back to any destination in the country. It
happened
more
that you could guess.

Paul C. Koehler

-----Original Message-----
From: Charles Morrill [mailto:badlands@n...]
Sent: Sunday, January 30, 2005 8:58 AM
To: STMFC@...
Subject: [STMFC] Re: Uses for Reefers


The example of a car of produce being unloaded at
wholesalers, cleaned,
and
then used by a candy distributer brings up another question on
freight car
routing. Is there any reason an industry could not, after
unloading a car
of some product, immediately clean and reload the same car
with their
finished goods? An example would be a cannery getting a box
car load of
cans or jars and then using the same car to ship out a load of
canned
goods.
Charlie





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