Re: [CBQ] Re: Chapin

[STEVEN HOLDING <sholding@sbcglobal.net>]

And the neat part of car distribution was working third trick Eola Operator you were the car distributor.   Chicago would put out a list of the industry to get cars and Cicero would send them out to Eola and it was up to the operator to assign the switching.  If you had too many cars then everybody got the ones they wanted if not someone lost out.  Then there was "pencil switching"  or changing the destination by the yardmaster or conductor or say a load of feed came in to a station and the agent knew he was going to need a box car to load it would just not be on the cars-on-hand report.  I also heard of conductors cleaning out cars so they could be placed by them for loading and the resulting gifts.
Steve in SC

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From: "qutlx1@aol.com" <qutlx1@aol.com>
To: "CBQ@yahoogroups.com" <CBQ@yahoogroups.com>
Sent: Sun, November 4, 2012 7:56:52 AM
Subject: Re: [CBQ] Re: Chapin

 

All good points and to add to Johns comment about "don't short haul yourself"; if there was no way to avoid being short hauled then there were many ways to discourage the business.

Saw it many times and in various ways. Sometimes it wasn't even deliberate, just a matter of priorities by the car distributor,yard master,etc

Leo Phillipp

Sent from my iPhone

On Nov 4, 2012, at 6:46 AM, "fhc925@frontier.com" <fhc925@frontier.com> wrote:

 

Guys:

Another aspect of routing has to do with who owned the shipment and who was paying the freight bill.  If the shipment (the contents) was payed for at origin the receiver could route the car as he was going to have to pay the bill.  If the contents were sold at Buffalo the shipper could route the car.  A shipper would honor the receiver's routing instructions (if given) if the receiver was owned the contents and was paying the freight.  The bill of lading would show this information.  This is true for a Customer A to Customer B deal.  A variation would be a Customer A to Customer A transaction.   And to really open up a can of worms there is "roller lumber" and perishables where the shipement owner may change several times while the car was enroute including the destination.

Fred Crissey

From: "John D. Mitchell, Jr." <cbqrr47@yahoo.com>
To: CBQ@yahoogroups.com
Sent: Saturday, November 3, 2012 11:51 PM
Subject: Re: [CBQ] Re: Chapin

 

The old saying was, "Don't short haul yourself" i.e. keep the load on your own railroad as far as possible. Of course, the shipper had an absolute right to specify the route and sophisticated shippers often did that very thing much to chagrin of the railroad. You would be surprised what some companies' traffic departments could come up with. They had the "Traffic Red Book" and knew how to use it. I saw first hand how the Old Ben Coal Company operated! They short hauled the Q with Wisconson Electric coal i.e. the "Green Trains". They gave the traffic to the C&NW at Virden instead of Chicago.

--- On Sat, 11/3/12, STEVEN HOLDING <sholding@sbcglobal.net> wrote:

From: STEVEN HOLDING <sholding@sbcglobal.net>
Subject: Re: [CBQ] Re: Chapin
To: CBQ@yahoogroups.com
Date: Saturday, November 3, 2012, 11:19 PM

 

One problem we have as modelers is we do not have the length of line haul to be able to model true railroad operation. If the shipper was on the CB&Q in Keokuk it would not be economical for the Q to just get a switch move(less money)and give the car to the Wabash.  So it would have been hauled North to Burlington(BN) 43 miles then East to Galesburg (YD((Willis Yard))) 44 miles South to Beardstown (BT)95 miles and on to Chapin 19 miles for a total of 201 miles.  Course the car could also move South to Quincy 37 miles then North to YD 100 miles and then to BT and Chapin for a total of 156 miles.  This is were tariffs come into play (IF you know how to read them) as the roads could then get paid for a switch and a line haul. Next problem is HOW were the freights routed??  What was the commodity?  Often Lumber and Perishables were shipped without a buyer(consignee) and diverted in route as the commodity was sold in route and it could happen more then once across the country as some commodities were shipped.  Coal in carload lots were often handled in the same way.   The next problem is most loads and carload lots were shipped by weight.   Try and work that in to your card order system on a model railroad.  Like Leo I have a couple articles in prepublication one I hope will try and add to this post. Steve in SC

From: Duncan Cameron <d.cameron@sympatico.ca>
To: CBQ@yahoogroups.com
Sent: Sat, November 3, 2012 5:02:53 PM
Subject: Re: [CBQ] Re: Chapin
 

Thanks for all the responses.

So, would anyone like to hazard a guess concerning the route the car would take to get to Chapin via the Q?

Down to St. Louis, then north up towards Beardstown?

Or north to Burlington and then south from Galesburg?

As Steve points out, it doesn't seem to make much sense when the Wabash had its own branch from Bluffs to Keokuk that would take the cars almost directly to Chapin.

Duncan

 

 

 

----- Original Message -----

From: Bob Weber

To: CBQ@yahoogroups.com

Sent: Saturday, November 03, 2012 12:53 AM

Subject: [CBQ] Re: Chapin

 

The CB&Q did a lot of interchange traffic with the Wabash at Chapin, Il.  The Wabash main line was Kansas City to Buffalo.  Here is their route map.

http://wabashrhs.org/images/wabsysmap.jpg

 

Bob Weber

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