Wrong, you would want to get the foreign car off of
your railroasd as quickly as possible, so you would
not have to pay per diem. And it is better to send
them back under load than back haul them empty.
Likewise, the home cars on foreign lines were
collecting per diem for their owners. You wanted only
enough home road cars on home rails to handle loading
requirements.
--- soocarman <mitchc2@juno.com> wrote:
> Also back in those days railroads had to get the
> cars back to their
> owners after it they are emptied. I don't think a
> railroad would
> use a foreign car for loading. You world use on of
> your own to get
> more money.
> If someone can explain this better in the rules that
> were in place
> back in the 60's.
> Thanks
>
> Mitch
> --- In CBQ@yahoogroups.com, "thommack"
> <thommack@y...> wrote:
> > Thanks for the help so far. This is exactly what I
> was looking
> for. I
> > know if the load changes that would be two
> separate waybills/cars -
> > e.g. Coil steel comes into R&RW Metals in a coil
> car, goes out as
> > stamped and coated plates in a boxcar.
> >
> > The trickier one that really brought up this
> question is where the
> > steel comes in as a couple of large billets in say
> a gondola or on
> a
> > heavy duty flat, gets coated or treated (lets say
> within 1-2 days
> > max), then needs to go to final destination. I
> would have thought
> in
> > this case it might be more cost effective for the
> parties involved
> to
> > pay demurrage for an extra day or two for the car
> to stick around,
> > rather than waiting for a new car to come in and
> also possibly pay
> the
> > extra switching charge. But I wasn't sure if that
> was legal under
> > tarriff laws in 67/68. So, what's the verdict on
> this scenario?
> >
> > Tom
> >
> > --- In CBQ@yahoogroups.com, Russell Strodtz
> <19main@g...> wrote:
> > > John,
> > >
> > > I have to disagree. The Transit Billing system
> did
> > > not allow for a car to arrive at a Customer and
> > > leave on the same billing. That concept would
> only
> > > apply to stop-offs and all they would allow is
> partial
> > > loading or partial unloading. Nothing could be
> removed
> > > from the car and then put back in.
> > >
> > > I stand by what I've already said.
> > >
> > > Russ
> > > ----- Original Message -----
> > > From: John D. Mitchell, Jr.
> > > To: CBQ@yahoogroups.com
> > > Sent: Monday, 08 August, 2005 22:02
> > > Subject: Re: [CBQ] Q Operations Question
> > >
> > >
> > > If there was a tariff for "transit privileges"
> for
> > > that industry at that point, then the steel
> could be
> > > processed with one waybill, one rate, one car,
> and on
> > > one billing. If not then there would be two
> cars, two
> > > waybills, two billings and in all likely hood
> two
> > > rates (finished products carry a higher rate
> than raw
> > > materials). A good traffic manager for the
> steel
> > > company would work out a transit tariff.
> > >
> > > --- thommack <thommack@y...> wrote:
> > >
> > > > In 1967/68 timeframe, if a car on the CB&Q
> was sent
> > > > to an industry
> > > > with a load that was being processed and
> then
> > > > forwarded to another
> > > > industry, could it be shipped in and out on
> the same
> > > > car, or was it
> > > > two separate waybills and thus two different
> cars?
> > > > On my CB&Q layout
> > > > one of my industries is a large metal
> treating and
> > > > coating shop. Large
> > > > steel castings or sheets come in via flat
> car or
> > > > gondola, are
> > > > treated/coated, then sent on to the final
> > > > destination. Can I ship a
> > > > large steel piece in and out on the same
> car, or
> > > > would the load have
> > > > been unloaded, then a new car sent later to
> pick up
> > > > the finished product?
> > > >
> > > > Thanks,
> > > >
> > > > Tom Mack
> > > > Cincinnati, OH
> > > >
> > > >
> > > >
> > > >
> > >
> > >
> > >
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