Tim Gilbert <tgilbert@...>
Montford Switzer wrote:
Responding to Tim Gilbert:Mont,
I suppose the Swift's shipping foreman had the final say. I could not find an example from the Bill's Jan/Feb 1948 list showing this explicitly, but I think the Jan/Mar 1949 List has an example of loading a PRR car for a non-PRR routing while another owner's boxcar was routed on the PRR on the same day. There are all sorts of boxcars owned by western roads being reloaded and sent east - so much for the Car Service Rule to reload and route empties in the direction of the home road only.
I am in process of entering Bill's data onto a spreadsheet - I have completed the Jan/Feb 1948 List, and am about to start the June 1948 List and then the Jan/Mar 1949 List.
I would make the same argument for why there so few boxcars owned by railroads of the Great Lakes Region (NYC, WAB, ERIE, DL&W, etc.. The CIL was part of the Central East Region.). This works only if there was an ample supply of empty boxcars in Frankfort. If this supply was critically low, then empty boxcars of the Great Lakes Roads and the MONON would be hoarded. At Frankfort, the supply of empty boxcars were augmented by cars released from the NKP's Frankfort Car Shops.
Incidentally, MONON #1 was in Frankfort on January 10th, 1948 loaded with drugs loaded at Bloomfield NJ and routed ERIE-Lima-NKP-TRRA-SSW-Corsicana-T&NO-El Paso-SP-San Francisco.
Also, take a look at the routing on the NKP owned cars. Those routingsI do not see any such "favoritism" in the Jan/Feb 1948 List. There were five boxcar terminations on the NKP, but only one was in an NKP car - the others were ERIE, GN, MILW and PRR. Meanwhile, nine NKP cars were loaded by Swift: - three each terminated on the PRR and Michigan Central, and one each on the NKP, C&O and Toledo Terminal.
I would think that Bill's data has helped you with boxcars and tank carsCoke and Coal, I assume, were carried in hoppers which had much lower percent loaded of total car miles than boxcars (55% vs. 76%) which greatly reduced the opportunities for reloading empties before they were returned to the mines or ovens; thus, the percent of hoppers on home road lines of total hoppers on the MONON was greater than for boxcars. I assume foundry sand was bagged and loaded into boxcars as were the TV Cabinets. Were some of these commodities terminated on other roads? If so, I would expect the MONON lost control of the routing of these boxcars when they were unloaded just as they lost control of CIL #1 once it was delivered to the L&N in Louisville on June 17th, 1947.
What happened to boxcars carrying newsprint when they were unloaded? Were they returned to their owners empty, or were they reloaded with product, and routed wherever? There were no guarantees that GTW boxcars would be returned to the GTW once the newsprint was unloaded particularly in times when there were boxcar shortages. If the GTW wanted newsprint cars to return, CN cars should be used - assuming that the newsprint came from Canada.
Hope this helps, Tim Gilbert