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Bill,
Thanks for the attachments. As I am scanning through the spreadsheet I see the two BTL trailers on the G85 flat and I thought the road number of the flat looked familiar. I checked my inventory and I have the new Walthers G85 with that exact roadnumber!
Ricky Keil
From: CBQ@groups.io <CBQ@groups.io> on behalf of William Hirt <whirt@fastmail.com>
Sent: Sunday, April 11, 2021 8:03 PM
To: CBQ@groups.io <CBQ@groups.io>
Subject: Re: [CBQ] Empty GN/NP Box Car Extras
Chris,
It is always to great to see this information! Thank you.
The cars getting hung in the east was a constant topic of railroad's Burlington Bulletins especially when Harry Murphy was president. It was a main topic in about every other Bulletin. So the Burlington also knew they had cars getting hung up in the east.
If I recall right, the eastern roads in the 1960s had about a 15% Bad Order rate. And a common complaint in the Burlington's pleadings that the daily per diem rate was so low that it was cheaper for the eastern roads to hold the western road cars than repair
their own.
Attached is a teletype consist of CB&Q Train LW68 departing Lincoln NE for Creston IA circa 1965. There is GN boxcar (12583) in the consist with the consignee ROLLER. The broker was obviously hoping for a sale before the car reached the NYC at Ogdensburg
NY. I've also attached the Excel spreadsheet I've put the car information and my best attempt to decode all of the information in the teletype report.
I've read that the ICC prohibited roller cars starting late 1965-1966 to try and mitigate the national boxcar shortage.
Bill Hirt
On 4/11/2021 1:23 PM, leakinmywaders via groups.io wrote:
Bill: One reason CBQ might collect the empties for WB might be related to that fact a lot of these wood products shipments went east as roller loads-that is they were routed initially consigned to the shipper before a buyer was found
for the load. They sometimes went on circuitous paths over a fairly broad potential market area buyer was found. As soon as the car was unloaded, the most direct return route available would shorten the down time between paying loads. For a large area of
the nation, a most direct route would collect cars at Chicago, where a handoff to Q for Twin Cities makes sense. In that sense it would have been shortening the empty time and increasing car availability to wood products shippers that drove the system.
That’s some speculation on my part, as I don’t have direct info on return routing orders for these cars. But I do have all those 1969 wheel reports that Allen Reuter posted, plus a bunch of others from NP conductor Warren McGee. Some info on that here also:
http://www.nprha.org/Pages/Operations-Traffic.aspx
I do have somewhere compiled a virtually complete set of info on NP station codes I used to annotate the database.
I’ve reviewed some of the more relevant NP president’s files from the 1960s, and my speculation stems in part from the high level of attention given by executives (at the persistent behest of some heavy hitters like Sen. Warren Magnuson) to getting suitable
boxcars returned to the NP to meet the needs of wood products shippers. The NP’s perspective was their newly built high-class cars too often got trapped in circulation “somewhere out east” (often flaunting ASR rules), where acute boxcar shortages persisted
because so may roads flirting with bankruptcy had sidelined a large portion of their own fleets instead of spending money they didn’t have on maintenance and new car acquisitions. So the NP and probably others were pulling out all the stops to shorten the
time it took for their high-class cars to make it back out west.
Chris Frissell
Polson, MT
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