Re: Modeling LCL


Santa Fe began running the Santa Fe transportation truck line in 1939.  Prior to that the railroad relied heavily on rail for LCL.  From 1939 at least in Eastern Kansas they shipped to major locations by rail and then to lesser places by truck. This reduced delivery time by as much as 2 days.  I have a clinic on this to convert to print/web.

--- On Tue, 11/10/09, almabranch <> wrote:

From: almabranch <>
Subject: [STMFC] Re: Modeling LCL
Date: Tuesday, November 10, 2009, 11:22 PM


Here's how it was done on the Alma branch in Kansas in the 1940's. The motor car or the coach, baggage, and caboose car would be spotted at the depot in the morning where the Santa Fe Trailways truck on a Topeka-Emporia route could back up to the baggage door to unload the LCL from the previous day and to load up the LCL for the branch that day. LCL was freight in less than carload amounts. The depot agent handled the paperwork. There was also the Railway Express shipments. Railway Express was managed by the Railway Express Agency. It was similar to UPS or FedEx today. It was an expedited service and items shipped by Railway Express came by passenger train and were dropped at the Burlingame depot. The depot agent also handled the paperwork for the REA shipments and they were loaded in the baggage compartment with the LCL. REA paid the RR to handle their shipments. US mail was also loaded in the baggage compartment and the PO paid the RR to handle this
also. Large pieces of personal baggage could also go into the baggage compartment. After everything was ready to go the Alma branch mixed went up the branch dropping off and picking up LCL, express, mail, passengers and, perhaps, their personal baggage. The headend brakeman was in charge of making sure all the LCL, express, and mail was dropped off or picked up. He got a separate monthly check from the express company for his duties. When the train got back to the depot in Burlingame the express and mail were unloaded at the depot. The LCL stayed in the baggage compartment to be picked up by the Santa Fe Trailways truck the next morning which would take it to Topeka when its route was completed. The express and mail would be put out for the next passenger train going the direction the express or mail was headed.

When the Alma branch train started tying up at Topeka in the late 1940s an old reefer or box car was parked by the Burlingame depot for LCL and the Santa Fe Trailways truck loaded and unloaded it on the Topeka-Emporia route. When the train came from Topeka to Burlingame it coupled up the car and took it up and back down the branch. Express and Mail came on the train from Topeka in the coach, baggage and caboose car and the train would pick up and leave off express and mail at each station. The headend brakeman filled his role as before.

Jared Harper
Athens, GA

--- In STMFC@yahoogroups. com, michael bishop <goldrod_1@. ..> wrote:

Where is the fine line between LCL and REA in the handling of a few packages at a station? I know at a freight house a LCL car could be dropped off with the car almost full, but the load could be made up several LCL shipment combined together for a shipment.
Thanks ofr any help.
Michael Bishop

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