Gregg Mahlkov <mahlkov@...>
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The requirements of the ORER only applied to cars that were in interchange service on which either Per Diem in the case of railroad cars, or mileage on the case of private cars, was paid. So, a railroad could accept a car not in the ORER in interchange and then refuse to pay for its use. A strong incentive to make sure interchangeable cars were listed.
Perhaps I was not clear in my meaning about "no errors". As I said in a later post, according to the ICC, if a tariff and the facts differed, the tariff took precedence over the facts. So, if a car was not listed, according to the ICC it did not exist, therefore a "foreign road" did not have to pay for its use while in its lines.
----- Original Message -----
From: "Garth Groff" <email@example.com>
Sent: Wednesday, November 02, 2005 7:08 AM
Subject: Re: [STMFC] Equipment registers
Thanks for your information on the mechanics of the ORERs. But what
clout did the Commission have over prompt reporting of changes? By that
I mean, was there any penalty if railroad managers simply failed to
report equipment changes during the required submission period? Would
another railroad reject interchange of such new cars that were not yet
You say that there could be NO errors. That works well in theory, but as
many students of railroad history could tell you, there are many
examples of whole classes of cars missing from the ORERs which have been
recorded in published photos. Example: D&RGW leased a whole mess of 40'
PS-1s lettered in their own road name (possibly beyond the scope of this
group, sorry), but which supposedly were not recorded in the ORERs.
Garth G. Groff
Gregg Mahlkov wrote:
Allen, Garth, and list,
Since I furnished entries to the ORER for 18 years, let me explain how it
worked. First, for many years, it was a Tariff filed with the ICC, and as
such required 30 days' notice from time of receipt at the ICC to effective
date. It was issued quarterly, on January 15, April 15, July 15, and October
15, so it had to be in the hands of the Commission by December 15, March 15,
June 15, and September 15. Since it took a month to set up the galleys and
proofread it (as a tariff it could contain NO errors), the information had
to be in the hands of the Tariff Publishing Agent at 15 W. 32nd Street, New
York 1, New York, before November 15, February 15, May 15, and August 15. So
basically, railroads and private car owners had about two or three weeks
from the effective date of an issue to get the changes for the next to the
Since this list is limited to discussions of pre-1960 cars, I won't go into
the changes wrought by computers, UMLER, the demise of the ICC and that
ugly, ugly, word, deprescription.
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