The open an prepay station list does not do any thing other than
identify stations, their location, station number and whether it is
an "open" ie. can receive colect and COD shipments and a station that
can only receice prepaid shipments. In earlier days "open" roughly
meant a full service station with agent and "prepaid" meant no agent
to be able to handle collect shipments. Open and Prepays, especially
old ones are interesting in that they have a section listing stations
by line segment many of which don't appear in timetables.

Each terminal or group of terminals has a tariff that deals with
industry status including what constitutes switchable traffic.

Bill McCoy
Jax



--- In STMFC@..., "Paul & Theri Koehler" <buygone@e...>
wrote:

Shawn:



There is or was a Tariff "Leland's Open and Prepay" you will need

to check

the spelling on Leland's, that lists all railroads stations and

weather or

not they were open. It behooved all railroads to maintain an

aggressive

Sales department to minimize their short hauls in these

situations. When it

was found that a given industry was short hauling you as a carrier,

you

could disrupt their flow of cars with disrupted switching and not

placing

the empties which would need to be supplied by the long haul

carrier. This

could backfire on the carrier or could result in a change of policy

by the

shipper.



Paul C. Koehler



_____

From: Beckert, Shawn [mailto:Shawn.Beckert@d...]
Sent: Tuesday, March 15, 2005 10:31 AM
To: STMFC@...
Subject: [STMFC] Re: "Reciprocal" Switching - Please Explain



Paul Koehler wrote:

When an industry was within the "Reciprocal Switching Limits" any

carries

serving that "Switching Limits" was considered to be serving that

industry.

In your example the SP physically served the industry, but WP

could

solicit

the long haul on any inbound or outbound traffic and all SP got

for the

handling was a switching charge. If on the other hand the

industry was

not

within the "Reciprocal Switching Limits" then the SP would get a

division

of

the line haul revenue.

I'm with you so far on this - basically it behooved the Southern

Pacific to

offer competitive rates and service to these Bay Area shippers in

order to

keep
the business from being stolen by WP, AT&SF etc. Now, as to the

subject of

the
"switching districts" - all this would be laid out with SP and WP

tariffs

filed
with the ICC, would it not? Have any (or all) of these tariffs been
preserved
someplace by the government, or anyone else for that matter?

Obviously if I

want
to find out which railroad was allowed to switch its competitors

shippers,

I'll
need to track down some of these tariffs. If they still exist...

As a side note, in leafing through this circular it's become clear

that a

large
majority of industries in the Bay Area were located on railroads

other than

WP.
Obviously the Wobbly would really have had to hustle to try and

steal

business
away from the SP and Santa Fe, who of course would take a dim view

of this.

I do
wonder if this isn't the reason the WP struggled all its life, and

ended up

being
eaten by the Union Pacific?

Shawn Beckert





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