There’s been a lot of discussion of the above topic on both of these lists, and they do seem to get confused at times. I thought it might be helpful to make clear the distinctions among the several fr

There were 10 to 20 CN cars going down NYC's Hudson Division every day, paper for the New York Times. Malcolm Laughlin, Editor 617-489-4383 New England Rail Shipper Directories 19 Holden Road, Belmont

A very easy industry to model is a newspaper printing plant - many rectangular buildings will look right. You can use a half dozen of those Canadian cars to bring in one or two cars every day.. Malcol

Posted by: "Russell Strodtz" sheridan@... theloweryard Wed Dec 20, 2006 7:11 am (PST) Rupert, As to ORER's there were many tariffs that involved minimums and took into account the capacity o

Further on Rupert’s questions and Russ’s response. The RER was actually a tariff subject to the same publication rules and regulation as other tariffs. Nearly all freight rate tariffs made reference t

Some random, and hoprfully useful, comments in regard to postings about box car classes. ------------------ Although A,B and C were nearly universal, others were railroad specific. For example, I don'

Tim Gilbert wrote "In the early 1950's, the AAR established SCS-90 which simplified the return routing so that DL&W would get all CIL empty cars from the NYO&W in Scranton, and route them home via the

Posted by: "Kurt Laughlin" Let's say the AAA RR gets an order to ship a boxcar full of shlurm from some point on their road to a point 1500 miles away on the CCC RR. To get there it must travel 500 mi

Posted by: "Kurt Laughlin" There is a similar principle with airlines called cabotage which holds that a foreign airline cannot transport passengers between two US locations - they can only take peopl

Posted by: "Frank Greene" ) I understood everything you said except this. Are you saying the home road's cars earned the same PD on foreign roads as the foreign roads' cars earned on the home road? ==

a prototypically plausible freight car fleet is a lot more complicated than model railroaders have generally recognized (or than many model railroaders want to admit). --------------- I don’t agree wi

Jerry, The point you are missing is that before you can load a home road car, you have to HAVE a home road car, and that means it has to be paid for. On the other hand, you can haul the traffic (which

Posted by: "Russell Strodtz" Malcom, I beg to differ. In the case of an intermediate switch road they were getting very little revenue from the movement of a "Road to Road" car. Their profit may have

Mal, In my college days at MIT I witnessed the midnight madness on the Grand Junction every night as long strings of cars were moved from the NYC yards in Brighton to the B&M in Charlestown and vice-v

Always easier to ask forgiveness than permission. SGL ============= Especially when the chance of getting caught is very low. Malcolm Laughlin, Editor 617-489-4383 New England Rail Shipper Directories

IMO, on a model railroad the operator should strive to do it by the book but not be slavishly bound to it. Dave Nelson ================== Dave's comment is very prototypical. The Car Service Rules wer

Posted by: "Miller, Andrew S." In the days before computers, per diem charges were based upon who had possession of the car at midnight. This led to a frantic movement of cars through interchange yard

Posted by: "Anthony Thompson" Beckert, Shawn wrote: It was an AAR loading rule. Whether the ICC was involved also, I don't know. =================================== This is an era confusion problem. T

Those cars were loaded by the auto mfr's without regard to ownership. The likelihood of any ownership being used from a plant for a particular load that terminates on a short line is in proportion to

roads out of Gibson they called "Pacemakers" . They had no special cars or equipment included. What was the NYC's concept of "Pacemakers" ? Was it just a word that Marketing thought up? Note that the