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Ga RR boxcars, andrews trucks and AAR interchange rules
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Guy Wilber
GB wrote:
Which begs the question- during this time period, how well were AAR interchange rules enforced? Presumably, a railroad could refuse to accept a car offered in interchange that possessed a 'banned' feature, but was this discretionary, or mandatory? Were waivers granted to roads There was no ban on Andrews trucks in 1957 aside from those constructed of sideframes with "I", "T" or "T" profile. Andrews trucks were never banned within the era of railroading that this list covers. The Interchange Rules were strongly adhered to though there is no doubt there were exceptions. The Rules were formulated by representatives of the member railroads with some outside influence from Governmental Agencies (ICC) and, in the case of many safety issues, the various Railroad Brotherhoods. The liability of accepting freight or passenger equipment not fully meeting the requirements of the Interchange Rules was reason enough for roads to conform to the rules. Same holds true for the Loading Rules. No individual railroad was granted a waiver for any of the Rules, though extensions were granted in many cases. Cars not meeting the Code Of Interchange Rules could not be interchanged though they could be "switched to roads within the same terminal district" for loading or unloading as long as no road haul was involved. In such a case, cars were required to be returned promptly to the owning road's trackage. Regards, Guy Wilber West Bend, WI **************Get trade secrets for amazing burgers. Watch "Cooking with Tyler Florence" on AOL Food. (http://food.aol.com/tyler-florence?video=4&?NCID=aolfod00030000000002) |
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gd3006
It is well known that the AAR interchange rules were changed ~1957
to prohibit Andrews trucks in interchange, and photographs tends to confirm this. One rarely sees photos of cars with this type of truck off home rails after that date. However, the Georgia Railroad USRA SS rebuilds remained on the roster in numbers well into the '60s, and never lost their Andrews trucks. Granted, they may have been kept around to handle online business, but apparently, they made it offline on occasion. Referring to page 39 of RPCyc #17, the 1959 photo of 19646 was taken in Hamlet, NC, ~200 miles from home. No date or location is given for the picture of 19715, but the bearings were last repacked by the UP in 1963; far from home, and years after it -should- have been able to go there. I have yet another photo of one of these cars, taken on the ACL in 1966. Which begs the question- during this time period, how well were AAR interchange rules enforced? Presumably, a railroad could refuse to accept a car offered in interchange that possessed a 'banned' feature, but was this discretionary, or mandatory? Were waivers granted to roads that were unable, for some reason, to comply? G B Dean |
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water.kresse@...
Freight car diagram sheets don't normally call out section profiles of a sideframe . . . they typically just said Vulcan or Andrews. By the early twenties they said integral box section or Dalman 1 Level. You would need some more detail to answer your question in retrospect. Did Railway Age write about this subject?
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Al Kresse -------------- Original message --------------
From: guycwilber@... GB wrote: Which begs the question- during this time period, how well were AAR interchange rules enforced? Presumably, a railroad could refuse to accept a car offered in interchange that possessed a 'banned' feature, but was this discretionary, or mandatory? Were waivers granted to roads There was no ban on Andrews trucks in 1957 aside from those constructed of sideframes with "I", "T" or "T" profile. Andrews trucks were never banned within the era of railroading that this list covers. The Interchange Rules were strongly adhered to though there is no doubt there were exceptions. The Rules were formulated by representatives of the member railroads with some outside influence from Governmental Agencies (ICC) and, in the case of many safety issues, the various Railroad Brotherhoods. The liability of accepting freight or passenger equipment not fully meeting the requirements of the Interchange Rules was reason enough for roads to conform to the rules. Same holds true for the Loading Rules. No individual railroad was granted a waiver for any of the Rules, though extensions were granted in many cases. Cars not meeting the Code Of Interchange Rules could not be interchanged though they could be "switched to roads within the same terminal district" for loading or unloading as long as no road haul was involved. In such a case, cars were required to be returned promptly to the owning road's trackage. Regards, Guy Wilber West Bend, WI **************Get trade secrets for amazing burgers. Watch "Cooking with Tyler Florence" on AOL Food. (http://food.aol.com/tyler-florence?video=4&?NCID=aolfod00030000000002) |
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