Date   
Re: Metal Wheels

Donald B. Valentine
 

     So it appears that once again the NMRA coild do the hobby a favor and promote a standard for axle size,
length and bearing style for the end as well. Has the NMRA actually upgraded any of its standards for such
things in the last 20 years?

Cordially, Don Valentine

Re: Railway express agency (was LCL)

Dennis Storzek
 

On Thu, Aug 8, 2019 at 08:34 PM, Douglas Harding wrote:

REA shipments were express shipments, handled in baggage cars. LCL was handled in freight cars.

 

Doug has it right; LCL and Express don't mix. LCL was a freight tariff, the cheapest way to ship heavy, bulky items that didn't fill a car. It was more expensive than carload rate, but carload rate didn't do the store that needed to ship ONE stove to a customer much good. It wasn't particularly fast, but in the days before trucks, was as fast as any other method.

Express was premium service. In the days before FedEx and air freight, if it absolutely positively had to get there quickly, it went express. Express moved at passenger train speed, because it moved on passenger trains. While REA owned their own cars for large shipments, they also leased space in the baggage cars of at least one train on every possible route. Very common in the Midwest were mail & express cars, a 15 or 30 foot postal apartment, with the rest of the car dedicated to express and whatever baggage there was. The RPO clerks handled the mail, and the baggage man handled the express, with his salary partially paid by REA. Where LCL and express finally came together was in the freight room of the small local depots, where both waited to be claimed.

Dennis Storzek

The Blackhawks Move West

John Barry
 

The Blackhawks move West

On the 74th anniversary of the second major event that preserved my dad's bacon in WWII, I've written a blog post with links to the make up, identification, schedule and routing of the 23 trains that moved the 86th Infantry Division from Camp Livingston Louisiana to Camp Cooke California for Amphibious training.  No car numbers this time, but the car types are there that moved the 9146 men that dad was part of at the time.



John Barry
 
ATSF North Bay Lines 
Golden Gates & Fast Freights 
Lovettsville, VA

707-490-9696 

PO Box 44736 
Washington, DC 20026-4736

Re: Railway express agency (was LCL)

Douglas Harding
 

Read “Ten Turtles to Tucumcari: A Personal History of the Railway Express Agency” by Klink Garrett and Toby Smith

Garrett worked for the REA his entire career, climbing the ladder to a VP. Book is full of personal accounts and stories.

In short REA was a consolidation of several premium shippers after WW1, which operated as an independent express shipper, who charge a premium price for premium service. Yes they had their own employees, rail cars, trucks and building in large cities. In small towns often the local railroad agent was also paid by REA to function as their agent. REA shipments were express shipments, handled in baggage cars. LCL was handled in freight cars.

 

Doug  Harding

www.iowacentralrr.org

 

From: main@RealSTMFC.groups.io [mailto:main@RealSTMFC.groups.io] On Behalf Of steve_wintner via Groups.Io
Sent: Thursday, August 8, 2019 9:00 PM
To: main@RealSTMFC.groups.io
Subject: [RealSTMFC] Railway express agency (was LCL)

 

Since LCL is being discussed in another thread, I thought I'd ask a related question - can anyone summarize REA ops, or suggest some books or resources?

I have heard it described as "UPS by rail", but struggle to understand that. Between large cities, sure, or along the lines between them. Chicago to Mundelein or Deerfield IL, for example. And often as head end traffic on passenger trains.

But how did REA go about shipping, a few parcels to small towns on branch lines? They wouldn't have an REA car full, clearly. I imagine the REA parcels got loaded in with other LCL on the railroads own cars (or trucks), as being discussed in that thread? Would it have been handled by the local passenger train, or freight, or was it simply whatever came by next?

Or would it have likely been delivered by REA trucks? 

Thanks
- Puzzled in Seattle

Re: Railway express agency (was LCL)

Thomas Evans
 

Hi Steve,

From my experience Railway Express had their own offices & storage buildings in even smaller towns (but not really tiny places), always shipped on passenger trains, usually in railroad-owned "express cars" with their name often stenciled on the side, and had their own trucks for local delivery.  It was definitely a premium service & was a big operation at one time.  There were other express companies including Wells Fargo that operated in a similar way, but only one would typically have the contract with any given railroad.  I think I remember hearing that the New York Central had their own express company?  Others here can probably add more & correct my mistakes.

Tom

PS - I remember when I was a kid the local passenger train stopping in Rocky Ford, Colorado, for up to a half hour during cantaloupe season while they loaded 3 express cars full of crates of cantaloupes headed for Denver & who-knows-where-else.

Re: Railway express agency (was LCL)

Stic Harris
 

Good evening,

I’ve found a pretty good education from:

Railway Express Agency: An Overview - VS Roseman


I think it’s out of print, but picked up a copy on eBay a few years ago. 

Stic Harris


Sent from Stic's iPad

On Aug 8, 2019, at 21:59, steve_wintner via Groups.Io <steve_wintner@...> wrote:

Since LCL is being discussed in another thread, I thought I'd ask a related question - can anyone summarize REA ops, or suggest some books or resources?

I have heard it described as "UPS by rail", but struggle to understand that. Between large cities, sure, or along the lines between them. Chicago to Mundelein or Deerfield IL, for example. And often as head end traffic on passenger trains.

But how did REA go about shipping, a few parcels to small towns on branch lines? They wouldn't have an REA car full, clearly. I imagine the REA parcels got loaded in with other LCL on the railroads own cars (or trucks), as being discussed in that thread? Would it have been handled by the local passenger train, or freight, or was it simply whatever came by next?

Or would it have likely been delivered by REA trucks? 

Thanks
- Puzzled in Seattle

Railway express agency (was LCL)

steve_wintner
 

Since LCL is being discussed in another thread, I thought I'd ask a related question - can anyone summarize REA ops, or suggest some books or resources?

I have heard it described as "UPS by rail", but struggle to understand that. Between large cities, sure, or along the lines between them. Chicago to Mundelein or Deerfield IL, for example. And often as head end traffic on passenger trains.

But how did REA go about shipping, a few parcels to small towns on branch lines? They wouldn't have an REA car full, clearly. I imagine the REA parcels got loaded in with other LCL on the railroads own cars (or trucks), as being discussed in that thread? Would it have been handled by the local passenger train, or freight, or was it simply whatever came by next?

Or would it have likely been delivered by REA trucks? 

Thanks
- Puzzled in Seattle

Rock Island & CNW Rebuilt USRA Box Car Detailed Drawings Needed

Ross Dando
 

All, 
I know the shake n take kit was done a few years ago and that there are drawings in the car cyclopedias.  Working on an O scale master and I have been unable to find detailed enough drawings to determine the cross section of the sides and how they were attached to the existing frames of the car. Does anyone have a detailed general arrangement, erection drawing or anything to give me the bread crumbs to get me there?
Thank in advance,
Ross Dando
Meridian, Idaho

Re: Metal Wheels

Aley, Jeff A
 

A tedious, but not impossible, solution is to remove the plastic wheels from their axles, and press on suitable metal wheels.  I think it was Dennis Storzek who pointed out that pressing on an insulated wheel is easier than pressing on one that is not insulated.

 

It occurs to me that, in the absence of Reboxx, it would be helpful to have a chart of metal wheelsets and their axle lengths.  For example, we know that Tangent 33” wheels have 1.002” axles.

And we know that Intermountain have 1.006” axles.

 

Reboxx has a chart of trucks and the corresponding “ideal” axle length.  So we can see that Tangent wheels would be ideal for

Eastern Car Works ACF Express Reefer 9041 n/a 33-1-1.000 23

Eastern Car Works Barber S-2 Roller Bearing 9054 n/a 33-1-1.000 25

Eastern Car Works Bettendorf RB Conversion 9056 9 33-1-1.000 27

Eastern Car Works Dalman Two Level 9061 4 33-1-1.000 25

Eastern Car Works National C-1 Roller Bearing 9060 n/a 33-1-1.000 24

Eastern Car Works National Super C-1 100T RB 9062 0 33-1-1.000 27

Ertl Bettendorf 7 33-1-1.000 23

InterMountain Andrews w/plastic wheel 15 33-1-1.000 27

Old Pullman Andrews black label 40011 2 33-1-1.000 19

 

And we can see that Intermountain would be ideal for

Accurail Bettendorf 0100 12 33-1-1.010 22

E & C Barber S-2 w/metal wheels 0 33-1-1.010 15

Eastern Car Works 6 Wheel Buckeye Roller Bearing 9073/9083 n/a 33-1-1.010 14

Eastern Car Works 6 wheel Commonwealth Int. Pedestal 9071/9081 n/a 33-1-1.010 22

Eastern Car Works Bettendorf Friction Bearing 9053 10 33-1-1.010 16

Eastern Car Works Buckeye Friction Bearing 9072/9082 n/a 33-1-1.010 22

InterMountain Accurail Bettendorf w/metal wheels 18 33-1-1.010 22

InterMountain ASF 50T w/metal wheels, rigid 33-1-1.010 21

Mantua Bettendorf E1 18 33-1-1.010 19

Perfect Bettendorf talgo 444 10 33-1-1.010 18

Red Caboose T-Section Bettendorf equalized

 

Regards,

 

-Jeff

 

 

From: main@RealSTMFC.groups.io [mailto:main@RealSTMFC.groups.io] On Behalf Of Brian Carlson via Groups.Io
Sent: Thursday, August 08, 2019 1:08 PM
To: main@realstmfc.groups.io
Subject: Re: [RealSTMFC] Metal Wheels

 

The problem with bowser wheels is they only come in code 110 and wheel face looks nothing like a real wheel. Same problem as the ugly BLI wheels on their tank cars. 

Brian J. Carlson 


On Aug 8, 2019, at 3:48 PM, Alexander Schneider Jr <aschneiderjr@...> wrote:

I just ordered three packages of direct replacement metal wheelsets from Bowser. Item 40198, $20.

Alex Schneider

 

On Wed, Aug 7, 2019 at 11:05 AM, Tim O'Connor

<timboconnor@...> wrote:


TICHY sells nylon journal bearing inserts that will allow
you to use much shorter axles. You drill/ream the sideframe
to take the insert. They work great with old brass trucks with
straight (not tapered) journals.

Tim O'Connor



On 8/7/2019 7:47 AM, Mark Stamm wrote:

The NMRA practice is what has me in a pickle. I have tons of Bowser H21 hoppers; my primary interest is the PRR. Those plastic wheels have to go and to my knowledge only Reboxx makes replacement sets in the 1.035 length. Any other wheel set I have tried has to much slop side to side. 
 
Mark P Stamm


--
Tim O'Connor
Sterling, Massachusetts

Re: Metal Wheels

Brian Carlson
 

The problem with bowser wheels is they only come in code 110 and wheel face looks nothing like a real wheel. Same problem as the ugly BLI wheels on their tank cars. 

Brian J. Carlson 

On Aug 8, 2019, at 3:48 PM, Alexander Schneider Jr <aschneiderjr@...> wrote:

I just ordered three packages of direct replacement metal wheelsets from Bowser. Item 40198, $20.

Alex Schneider

On Wed, Aug 7, 2019 at 11:05 AM, Tim O'Connor

TICHY sells nylon journal bearing inserts that will allow
you to use much shorter axles. You drill/ream the sideframe
to take the insert. They work great with old brass trucks with
straight (not tapered) journals.

Tim O'Connor



On 8/7/2019 7:47 AM, Mark Stamm wrote:

The NMRA practice is what has me in a pickle. I have tons of Bowser H21 hoppers; my primary interest is the PRR. Those plastic wheels have to go and to my knowledge only Reboxx makes replacement sets in the 1.035 length. Any other wheel set I have tried has to much slop side to side. 

Mark P Stamm

--
Tim O'Connor
Sterling, Massachusetts

Re: Trouble shooting a freight car

Jared Harper
 

















thanks!

Jared







Re: Trouble shooting a freight car

Jared Harper
 

Yes.

Re: Metal Wheels

Alexander Schneider Jr
 

I just ordered three packages of direct replacement metal wheelsets from Bowser. Item 40198, $20.

Alex Schneider

On Wed, Aug 7, 2019 at 11:05 AM, Tim O'Connor
<timboconnor@...> wrote:

TICHY sells nylon journal bearing inserts that will allow
you to use much shorter axles. You drill/ream the sideframe
to take the insert. They work great with old brass trucks with
straight (not tapered) journals.

Tim O'Connor



On 8/7/2019 7:47 AM, Mark Stamm wrote:

The NMRA practice is what has me in a pickle. I have tons of Bowser H21 hoppers; my primary interest is the PRR. Those plastic wheels have to go and to my knowledge only Reboxx makes replacement sets in the 1.035 length. Any other wheel set I have tried has to much slop side to side. 

Mark P Stamm

--
Tim O'Connor
Sterling, Massachusetts

Re: CV 41000-41499

James SANDIFER
 

I have photos of this car also if you need them.

 

 

J. Stephen Sandifer

 

From: main@RealSTMFC.groups.io [mailto:main@RealSTMFC.groups.io] On Behalf Of Dave Parker via Groups.Io
Sent: Tuesday, August 6, 2019 12:47 AM
To: main@RealSTMFC.groups.io
Subject: Re: [RealSTMFC] CV 41000-41499

 

Brian:

There is  a surviving car -- 41146 -- in Gorham, NH.  If you Google it, you will likely find some photos on the WWW.  If not, I can can send you some of mine.  It does not have  a running board.  I have three photos with 1960-61 reweigh dates, and they all show wooden running boards.

AFAIK, all 500 cars were built with the end doors, as there is nothing to contradict this in the ORERs.

The CSF trucks have three visible springs (probably a 6-spring package), but the cars were only rated at 85,000 lbs, so they were nominally 50-ton trucks.  I have never seen one with any type of replacement truck, and I am not aware of an exact match for the originals in HO

As an aside, the Pressed Steel builder's photo for this series shows a lever-style handbrake, although the later pictures all show Ajax.  I'm afraid I have no idea as to when they were refitted, but Marty McGuirk might.

Last, I cannot reexamine my F&C kit until tomorrow evening, but my notes on it suggest that the Hutchins roof may not be 100% accurate.  The Sylvan (now Yarmouth) Hutchins roof might offer a fix if you feel like doing some bashing.  I have not yet undertaken my copy of the kit, so am not sure exactly what would be involved.

Hope this helps, but feel free to contact me off-list at spottab at yahoo dot com if you would like some better photos than what came with your kit.

Best regards,

Dave Parker
Riverside, CA

Re: [Non-DoD Source] Re: [RealSTMFC] Less Than Carload Shipments

Dennis Storzek
 

On Wed, Aug 7, 2019 at 09:44 AM, Tim O'Connor wrote:
Mike, I don't think Dennis meant it died instantly. It was a slow death. ;-)

As Dennis noted, and I think he may be right, railroads could not opt out without
cause until after the Staggers Act took effect. (It took years to be fully in effect.)
Tim has that exactly right. I didn't mean to imply that the scene changed overnight, but that the die was cast at the end of WWII when the ICC didn't object to substituting highway haulage to serve all the far flung rural stations. Much more efficient to have one driver spend the day loading and unloading packages than the five man local crew spending the time.

It is interesting to note from Doug's M&StL photos how initially the roads wanted the contractor's trucks to look like railroad owned equipment, even though it was only hired. The Soo Line also did this; the Gross Common Carriers equipment used in Wisconsin were painted orabge and maroon with large Soo Line "dollar sign" heralds and the slogan "THE ROAD OF SERVICE" the length of the trailer. I believe the tractors also carried heralds on the doors. Can't find a pic on the web, but did fine these listings for items in the holdings of the Minneapolis Historical Society: 

40-39-b: Wisconsin Central: Gross Common Carrier Lease of 50 Trailers to Wisconsin Central, 1956-1961.
40-39-c: LCL Handled in Piggy-back Operations by ...

Also This item:
12-1-2: Athens Branch - Study of Substitution Truck Service, 1945.

That's right as the war was ending. My point was the classic look of LCL operation, the route car handled in the local freights, was quickly going the way of the dodo, starting immediately after the end of WWII.

Dennis Storzek

Re: Less Than Carload Shipments

Tim O'Connor
 


Just to note - freight houses are not exclusively for LCL. A new small freight house
was built in Grafton MA in the 1990's for the Grafton & Upton right off Conrail's main
line. It was built for rail to truck transfers. The G&U has gradually expanded services
at that location and is very active today.

Tim O'Connor


On 8/8/2019 9:46 AM, William Hirt wrote:

I've watching this with interest. There used to be a Yahoo Group called LCL_Ops_Modeling, but I have not seen any traffic for sometime.

Randy Williamson had a web site that had lots of good LCL info, but I see it is no longer available.

I've attached two Excel files that Randy created with input from various members of the LCL list. One is interline LCL traffic during the 1940s and the second being interline LCL traffic in the 1950s. The CB&Q built a new freight house in North Kansas City in the early 1960's, so there were still railroads that were into LCL during the late periods of this list even though it was obvious to management such traffic was going away.

Bill Hirt

On 8/5/2019 7:07 PM, Bob Chaparro via Groups.Io wrote:
Appreciating that there may still be some less-than-carload business on the rails, when were the railroads substantially out of the LCL business?
Thanks.
Bob Chaparro

_._,_._

Attachments:



--
Tim O'Connor
Sterling, Massachusetts

Re: [Non-DoD Source] Re: [RealSTMFC] Less Than Carload Shipments

Tim O'Connor
 


We tend to forget about the complex regulatory climate before Staggers.
Not only the ICC - which strictly regulated INTER-STATE rail and truck services,
but every state's "Public Utility Commission" regulated INTRA-STATE transportation.
Trucking companies regularly sued railroads that they perceived as enchroaching on
their territory. If you ever study the various "plans" that existed for piggyback
service by the late 1950's, you find out that some piggyback plans could be used
between state A and state B, but not between state A and state C. I'm certain that
coordinated railway-truck service was equally messy.

Tim O'Connor




On 8/7/2019 11:20 PM, James SANDIFER wrote:

What I see is that short distant LCL was hauled by truck, but long distance remained on rail through the 1960s. Santa Fe advertised their LCL business as coordinated rail-truck. All service by the Santa Fe to Denver, El Paso, Topeka, Tulsa, and Wichita was coordinated rail-truck by 1946. The Interstate highway system was not yet developed in the 50s.

St. Joseph’s Traffic (Missouri)

 

St. Joseph, Missouri, north of Kansas City, was the end of the line for Santa Fe. It was also a major livestock destination for the railroad. I have records prepared by the ATSF comparing March, 1939, with March, 1945, to show the benefits of combined rail-truck L. C. L. service.

St. Joseph was a minor freight house which, in 1939, shipped 7 merchandise rail cars directly to other freight houses in Atchison, Topeka, Emporia, Hutchinson, Wichita, Arkansas City, and Kansas City. A total of 218 cars were shipped in March, 1939. In March, 1945, that number had been reduced to 10 special cars due to the use of Santa Fe Trail Transportation. In addition, cargo was delivered much faster.

One of the examples given was Emporia. In 1939, Emporia was the regional hub which provided l.c.l. forwarding for the Superior and Osborne lines, Howard branch, Little River, Galatia branch, Newton and stations up to but not including Hutchinson. Merchandise for the area serviced by Emporia would leave St. Joseph in the evening and arrive first morning in Emporia. It then had to be sorted for other points, providing 2nd day delivery to many. Since some lines only received tri-weekly service, like the Howard branch, this often meant 3rd day delivery for a distance of only 150 miles. In 1945 all traffic out of St. Joseph was handled by truck. 155 of the 177 routes had a one day improvement in delivery. 15 had a two day improvement. Only 7 saw no improvement with the use of coordinate rail-truck shipments.

 

The MP Eagle Merchandise Service began in 1951 as did the B&O Timesaver. Santa Fe built a new freight depot at Corwith in 1952 with a capacity of 156 cars. This was in addition to two other Santa Fe freight houses at Corwith – total capacity of 392 cars. Santa Fe built a new freight house at Argentine in 1959, so there was still an active desire to handle LCL, but in coordinated truck-rail through the 60s.

 

Santa Fe exited the LCL business in 1972 and all freight houses were retired.

 

J. Stephen Sandifer

 

From: main@RealSTMFC.groups.io [mailto:main@RealSTMFC.groups.io] On Behalf Of Tim O'Connor
Sent: Wednesday, August 7, 2019 3:33 PM
To: main@RealSTMFC.groups.io
Subject: Re: [Non-DoD Source] Re: [RealSTMFC] Less Than Carload Shipments

 


According to this web site, the Pacific Electric ceased all RAIL LCL in 1952,
and transferred the service to trucks (e.g. Pacific Motor Transport). Someone
here mentioned using LCL rather late, it taking a month to cross the country,
and suspecting it was all done by truck. That sounds right to me. The SP embraced
intermodal by the early 1950's and Overnight trains had lots of piggyback trailers
even before the end of steam operations.

http://www.elserenohistoricalsociety.org/P___E_RR.php

Tim O'Connor



On 8/7/2019 3:13 PM, C J Wyatt wrote:

If something was completely hopeless, you could get a favorable ICC decision. With LCL, I think that happened long before the Staggers Act. I never came across any railroad operated LCL operations in the seventies during my railroad career.

 

Jack Wyatt



--
Tim O'Connor
Sterling, Massachusetts

Re: Less Than Carload Shipments

William Hirt
 

I've watching this with interest. There used to be a Yahoo Group called LCL_Ops_Modeling, but I have not seen any traffic for sometime.

Randy Williamson had a web site that had lots of good LCL info, but I see it is no longer available.

I've attached two Excel files that Randy created with input from various members of the LCL list. One is interline LCL traffic during the 1940s and the second being interline LCL traffic in the 1950s. The CB&Q built a new freight house in North Kansas City in the early 1960's, so there were still railroads that were into LCL during the late periods of this list even though it was obvious to management such traffic was going away.

Bill Hirt

On 8/5/2019 7:07 PM, Bob Chaparro via Groups.Io wrote:
Appreciating that there may still be some less-than-carload business on the rails, when were the railroads substantially out of the LCL business?
Thanks.
Bob Chaparro

_._,_._

Re: [Non-DoD Source] Re: [RealSTMFC] Less Than Carload Shipments

James SANDIFER
 

What I see is that short distant LCL was hauled by truck, but long distance remained on rail through the 1960s. Santa Fe advertised their LCL business as coordinated rail-truck. All service by the Santa Fe to Denver, El Paso, Topeka, Tulsa, and Wichita was coordinated rail-truck by 1946. The Interstate highway system was not yet developed in the 50s.

St. Joseph’s Traffic (Missouri)

 

St. Joseph, Missouri, north of Kansas City, was the end of the line for Santa Fe. It was also a major livestock destination for the railroad. I have records prepared by the ATSF comparing March, 1939, with March, 1945, to show the benefits of combined rail-truck L. C. L. service.

St. Joseph was a minor freight house which, in 1939, shipped 7 merchandise rail cars directly to other freight houses in Atchison, Topeka, Emporia, Hutchinson, Wichita, Arkansas City, and Kansas City. A total of 218 cars were shipped in March, 1939. In March, 1945, that number had been reduced to 10 special cars due to the use of Santa Fe Trail Transportation. In addition, cargo was delivered much faster.

One of the examples given was Emporia. In 1939, Emporia was the regional hub which provided l.c.l. forwarding for the Superior and Osborne lines, Howard branch, Little River, Galatia branch, Newton and stations up to but not including Hutchinson. Merchandise for the area serviced by Emporia would leave St. Joseph in the evening and arrive first morning in Emporia. It then had to be sorted for other points, providing 2nd day delivery to many. Since some lines only received tri-weekly service, like the Howard branch, this often meant 3rd day delivery for a distance of only 150 miles. In 1945 all traffic out of St. Joseph was handled by truck. 155 of the 177 routes had a one day improvement in delivery. 15 had a two day improvement. Only 7 saw no improvement with the use of coordinate rail-truck shipments.

 

The MP Eagle Merchandise Service began in 1951 as did the B&O Timesaver. Santa Fe built a new freight depot at Corwith in 1952 with a capacity of 156 cars. This was in addition to two other Santa Fe freight houses at Corwith – total capacity of 392 cars. Santa Fe built a new freight house at Argentine in 1959, so there was still an active desire to handle LCL, but in coordinated truck-rail through the 60s.

 

Santa Fe exited the LCL business in 1972 and all freight houses were retired.

 

J. Stephen Sandifer

 

From: main@RealSTMFC.groups.io [mailto:main@RealSTMFC.groups.io] On Behalf Of Tim O'Connor
Sent: Wednesday, August 7, 2019 3:33 PM
To: main@RealSTMFC.groups.io
Subject: Re: [Non-DoD Source] Re: [RealSTMFC] Less Than Carload Shipments

 


According to this web site, the Pacific Electric ceased all RAIL LCL in 1952,
and transferred the service to trucks (e.g. Pacific Motor Transport). Someone
here mentioned using LCL rather late, it taking a month to cross the country,
and suspecting it was all done by truck. That sounds right to me. The SP embraced
intermodal by the early 1950's and Overnight trains had lots of piggyback trailers
even before the end of steam operations.

http://www.elserenohistoricalsociety.org/P___E_RR.php

Tim O'Connor



On 8/7/2019 3:13 PM, C J Wyatt wrote:

If something was completely hopeless, you could get a favorable ICC decision. With LCL, I think that happened long before the Staggers Act. I never came across any railroad operated LCL operations in the seventies during my railroad career.

 

Jack Wyatt

 


--
Tim O'Connor
Sterling, Massachusetts

Re: WTB- Unbuilt Sunshine Rr-46 74.13 or 74.14

Scott
 

The kit has been located.

Thank you!
Scott McDonald