Tom,
Since we are talking about the CB&Q then we are talking
about "Pre-Staggers Act".
While there would be minor exceptions, in general all rates
would be the same. Regulation did not allow competition.
Rules about sending cars home only applied to certain cars,
generally those with special equipment. XM, FM, GB, GD,
GS, HM, HT cars were free runners with the exception of
common gons belonging to some of the steel handling roads.
During periods of normal volume the CB&Q would use any
car that was available. If volume dropped and an excessive
number of cars were being stored for lack of business there
would be an attempt made to get those foreign cars off-line
to save Per Diem charges.
Yes, the CB&Q would try and get as much haul out of a on-
line industry that they could but that does not mean that they
would only supply CB&Q cars. On the other hand, in those
days the Railroads had sales people calling on customers all
the time. These calls often did pick up some "token" business
for another Railroad just so that Christmas quart of booze kept
being dropped off. The sales people did not really care who
owned the car being loaded.
In the case of the Chicago to Council Bluffs UP business it did
not even matter how it was routed. The CB&Q, CRI&P, C&NW,
and CMStP&P had a pool agreement that split the revenue four
ways. The traffic would move as billed but the money was still
divided. Many of the meat and fresh produce shippers would
scatter their business to protect themselves from things like
derailments or whatever.
To make it even more complicated there were routing tariffs
that listed acceptable routes that could be used and were cross
referenced to the rate tariffs. There was also a big difference
between "Through Rates" and "Combination Rates". Often the
customer would not be able to route as they wished because the
tariffs simply did not provide for it. One example that I recall
was Oskaloosa IA. All the through rates to that point were via
the CRI&P. When they shut down the only rail access was via
the C&NW and a series of combination rates that no shipper
could tolerate. The business went to trucks, simple as that.
This could be a very long story but 'nuff said,
Russ
----- Original Message -----
From: "thommack" <thommack@yahoo.com>
To: <CBQ@yahoogroups.com>
Sent: Monday, 02 May, 2005 08:12
Subject: [CBQ] CB&Q shipping/Operating Procedures
> When an online industry on the CB&Q requested an empty car, would the
> Q ususally try to send them a CB&Q car or just whatever empty car
> might be available in the yard (realizing rules said it must be headed
> in the home direction of the non-Q railroad)? If a car wasn't
> available, coild a Q yardmaster pull an empty from a through freight
> to route to the shipper, and if so, could they pull a Q car over a
> foreign road car?
>
> If an industry was located on Q right-of-way, would the Q usually try
> to contract with them for all shipping, in and out thus using
> primarily Q cars, or was it pretty hodge-podge, depending on what RR
> gave best price or what RR might service perhaps an originating point
> industry that shipped to the online Q industry?
>
> I'm hosting an operations session on my layout during NMRA and
> although I've read some operations books I want to make sure that I
> follow CB&Q procedures.
>
> Tom Mack
> Cincinnati, Ohio
>
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