The Roscoe, Snyder & Pacific is a shortline in western Texas. They used to have a lot of business hauling cars between the interchange with the Santa Fe at Snyder and the Union Pacific at Roscoe, even though UP and ATSF could have interchanged between themselves at nearby Sweetwater. Apparently this business dried up in 1980 when the Staggers Act deregulated freight rates. I don't understand how the system worked back then, what was the incentive to add an extra carrier along the route?
nanaimo73what was the incentive to add an extra carrier along the route?
First of all, LONG TIME NO SEE, glad you decided to share some time with us.
I believe the concept of "storage in transit" was a driving factor. if you needed a couple extra days to clear floor space to receive your order, shipping via R,S,&P was the way to go.
TY CV! Good to see you are still here!
It's disappointing the number of names we no longer see here. Of course some have passed on, there is no avoiding that. But, many others either gave up, or were "driven" away by message board "factors", which IMO, is a shame. I truly miss some of those.
nanaimo73 The Roscoe, Snyder & Pacific is a shortline in western Texas. They used to have a lot of business hauling cars between the interchange with the Santa Fe at Snyder and the Union Pacific at Roscoe, even though UP and ATSF could have interchanged between themselves at nearby Sweetwater. Apparently this business dried up in 1980 when the Staggers Act deregulated freight rates. I don't understand how the system worked back then, what was the incentive to add an extra carrier along the route?
Another possible reason is that in the 1960's and 1970's, when the ICC finally figured out inflation, the carriers would post a general rate increase, say 5%. Individual carriers could 'flag out'. If the RS&P did that, then then entire rate was held down, largely at the expense of the long haul connections.
Since shippers that the right to route their freight by any open route, the RS&P would let their customers know they could get a lower rate if they routed via RS&P. IIRC the GB&W was famous for this.
Mac McCulloch
TY Mac, that is something I was not aware of.
I've noticed I said Union Pacific, I should have said Missouri Pacific's Texas & Pacific. UP did not reach Texas until the merger a couple of years after Staggers.
Convicted One It's disappointing the number of names we no longer see here. Of course some have passed on, there is no avoiding that. But, many others either gave up, or were "driven" away by message board "factors", which IMO, is a shame. I truly miss some of those.
Prior to Staggers and deregulation, rail rates were published by rate bureaus in public tariffs. One or two railroads might have been responsible for establishing a new rate but, other carriers could join in as well. Additionally, unlike today when railroads have established routing protocols to determine exactly where traffic will interchange, prior to Staggers you could pretty much route a shipment any way you wished provided the rate you were using had concurrence of the carriers in your route.
Under this old set up, a bridge carrier short line like the RS&P, QA&P or GBW could solicit for business to be routed over their railroad even if a more direct and logical route existed. When Staggers became effective, it allowed carriers to close interchanges and establish rates on their own without the involvement of the rate bureaus. This pretty much slammed the door in the faces of the small bridge carrier short lines.
CW
Juniata Man Prior to Staggers and deregulation, rail rates were published by rate bureaus in public tariffs. One or two railroads might have been responsible for establishing a new rate but, other carriers could join in as well. Additionally, unlike today when railroads have established routing protocols to determine exactly where traffic will interchange, prior to Staggers you could pretty much route a shipment any way you wished provided the rate you were using had concurrence of the carriers in your route. Under this old set up, a bridge carrier short line like the RS&P, QA&P or GBW could solicit for business to be routed over their railroad even if a more direct and logical route existed. When Stangers became effective, it allowed carriers to close interchanges and establish rates on their own without the involvement of the rate bureaus. This pretty much slammed the door in the faces of the small bridge carrier short lines. CW
Under this old set up, a bridge carrier short line like the RS&P, QA&P or GBW could solicit for business to be routed over their railroad even if a more direct and logical route existed. When Stangers became effective, it allowed carriers to close interchanges and establish rates on their own without the involvement of the rate bureaus. This pretty much slammed the door in the faces of the small bridge carrier short lines.
It also led to a lot of former interchange points being closed. I know of a few places where there are still two railroads in one location, but the interchange track has long since been removed.
Jeff
jeffhergertI know of a few places where there are still two railroads in one location, but the interchange track has long since been removed.
Likely more than just a few. It's remarkable how often I see that exact thought process under discussion.
Well, your troubles are over! Finally, after having given up on ever getting back on the site, my login works and, at least for today-I AM BACK EVERYONE!Everyone?Hello...hello..!Is this thing even on?
HURRAH!
Many happy returns of the day ... that you could re-access things here.
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