Re: [CBQ] Rollers

["jpslhedgpeth via groups.io" <jpslhedgpeth=aol.com@groups.io>]

Well well, I just had "another detail" to add to the details of railroads handling perishable products as Mr. Chaparro and I have touched on.

Those claims were so complex and could create what were known as "points of negligence" by one of the railroads over which the perishble items travelled.  Claims of this nature were "apportioned" in these cases based on "Points of negligence" and the charges by the origin or destination railroad handling the claims would charge the other railroads according to their commission of said "points of negligence"  The analysis and details of how the loss on this kind of claim was set over the AAR  (Association of American RAilroads) whose Freight Claims Division had a  "Review Bureau " AFTER THE CLAIM WAS PAID and a;pportioned among the participating railroads.  If another railroad took issue as to its share of the apportionment of the claim payout they would  "RECHARGE" their portion back to the railroad who paid and apportioned the payout among those roads who handled the shipment.

If the carrier did not agree with the recharge they could appeal.  The procedure could go on and on and on and on...some actually for years.   Eventually, theoretically there was a final decision which came from "somewhere", but I've forgotten whence it was.

All of the above"messy details" were so "arcane" nobody really knew, but it kept some employees busily engaged i these matters.

   There is more, but i think  "nuff said" on this matter...The Perishable BIDNESS was complex and it's benefit and profit to the railroads was always questionable to me.

Pete

-----Original Message-----
From: jpslhedgpeth via groups.io <jpslhedgpeth=aol.com@groups.io>
To: CBQ@groups.io <CBQ@groups.io>
Sent: Tue, Apr 13, 2021 11:26 am
Subject: Re: [CBQ] Rollers

Well well I just now see that Mr. Chaparro just "duplicated and imbellilshed what I just wrote....He opened up ALL the INTRICATE AND EXPENSIVE' details which had to be carried out to get all this "technical stuff" done...

When somebody  "dropped the ball"...The "Claim Agent" "dropped the cash" right out of the railroad's "TILL"

Well Done Bob.  You and I have the same perspective on all those normally not done nor noticed by the "outsider" details that railroads many years ago obligated themselves to provide.  

Pete  

-----Original Message-----
From: Bob Chaparro via groups.io <chiefbobbb=verizon.net@groups.io>
To: CBQ@groups.io
Sent: Tue, Apr 13, 2021 10:25 am
Subject: Re: [CBQ] Rollers

Rollers were the result of a practice known as “diversions”.

This was the system by which shippers were allowed to divert cars in transit with their commodities to alternate destinations to obtain a better price for the commodities.  This practice applied to many commodities.

According to a 1909 article in the Santa Fe Employees Magazine, each diversion involves at least two telegrams, a telephone call and a change on the waybill accompanying the car. If the diverted car left the Santa Fe rails, as over 80 per cent of them did, a readjustment of revenue in the accounting department also was necessary.

And as noted, cars moving without a known point of sale for their loads were known as “rollers”.  And a roller could be diverted several times during its journey.  Santa Fe eventually imposed a limit of three diversions without charge to shippers.

To give you an idea how prevalent this practice was, The September 1957 issue of the Southern Pacific BULLETIN (an employee magazine) reported that in 1956 a total of 784,153 diversions were made for 385,489 carloads originated on PFE contract lines.  That’s slightly more than two diversions per carload.

And to make this happen, PFE, Santa Fe and other railroads employed diversion clerks to service the shippers.  As Richard Hendrickson put it, “Diversions alone, therefore, kept a small army of clerks busy at the keyboards of typewriters and Teletype machines”.

Bob Chaparro

Hemet, CA

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