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The discussion contrasts slow, costly “peddler” train operations with the growing role of highways and motor-carriers. It details station-to-station truck routing, including the Paschall–Wilmington distribution plan and an Overbrook–Downingtown system using “destination stations.” The report concludes with the network expansion into hundreds of truck routes and thousands of motorized miles under contract 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problem does the railroad aim to address with motor-truck use?","Question",{"text":113,"@type":114},"The railroad seeks to handle less-than-carload and package freight more effectively, since peddler trains are slow, costly, and difficult to scale in rate compensation.","Answer",{"name":116,"@type":111,"acceptedAnswer":117},"How does the Paschall–Wilmington station-to-station truck operation work?",{"text":118,"@type":114},"Package freight for intermediate stations is consolidated by steam at Paschall, then distributed by motor truck; the same truck returns to collect packages for the reverse direction and delivers them to the appropriate intermediate stations or rail terminals.",{"name":120,"@type":111,"acceptedAnswer":121},"What are “destination stations” in the Overbrook–Downingtown approach?",{"text":122,"@type":114},"Freight is loaded into “destination cars” and dropped at selected strategic “destination stations,” where motor trucks then distribute packages to intermediate stations; eastbound and westbound use different destination stations due to track routing constraints.","https://schema.org",{"og:url":83,"og:type":125,"og:title":65,"og:site_name":95,"og:description":67},"article",{"robots":127,"canonical":83},"index,follow",{"doc_id":129,"site_id":62},325351,1790387795,{"code":4,"msg":5,"data":132},{"doc_id":129,"user_id":133,"nickname":92,"user_avatar":134,"doc_module":4,"category_id":39,"category_name":40,"doc_title":65,"doc_description":67,"doc_content":135,"file_id":136,"file_url":137,"file_type":138,"file_size":139,"view_count":105,"is_deleted":4,"is_public":8,"is_downloadable":8,"audit_status":8,"page_count":29,"language":140,"language_code":63,"site_id":62,"html_lang":63,"table_of_contents":141,"faqs":142,"seo_title":143,"seo_description":67,"update_tm":144,"read_time":145,"preview_page_count":4},137441390410,"https://ap-avatar.wpscdn.com/avatar/2000252f4ab5702993?_k=1776741390130283984","97-84070-21Lee,Elisha  \nHow a railroad uses motorCars  \n[Philadelphia]  \n[1926]  \n# COLUMBIA UNIVERSITY LIBRARIESPRESERVATION DIVISIONBIBLIOGRAPHIC MICROFORM TARGET\n\nORIGINAL MATERIAL AS FILMED-EXISTING BIBLIOGRAPHIC RECORD  \nReproductions may not be made without permisslon trom Columbia Universlty Libraries                  \n## RESTRICTIONS ON USE:\n\nTECHNICAL MICROFORM DATA  \nFILM SIZE:            35mmREDUCTION RATIO:      11.7  \nIB  \nIMAGE PLACEMENT:IA  \nDATE FILMED:                  519  \n TLM     \n# INITIALS:\n\nTBACKING\\#:                                                                                                      23592  \nFILMED BY PRESERVATION RESOURCES,BETHLEHEM,PA.  \nI926  \nJULY I2  \n# How a Railroad Uses Motor Cars*\n\n308  \nBy ELISHA LEE  \n214  \nVice President,Pennsylvania Railroad  \nTESS-than-carload or package c-:L                        L-            freight,carried over short dis-tances,has rarely been a profitablesource of revenue to the railroads.In many cases it was and is handledat a loss.The operation of the wayfreight or \"peddler\"trains,in whichthis traffic is moved,is necessarilyslow,by reason of the necessity forserving all stations.The tonnage pertrain is small.The handling is com-plicated and expensive.Nor has itever been possible to establish ascale of rates for less-than-carloadtraffic which would fully compensatefor these difficulties.  \nand other business enterprises to          hcarry their own products,parts ormaterials to and frcm their plants.The extent of such traffic,while notaccurately measurable,is doubtlessvery large.  \nIn these two ways the rapidgrowth in the use of trucks for lightshort-haul freight materially re-duced the volume of traffic movingon the way or\"“peddler”freighttrains of the railroads.It did nothowever,anywhere entirely elim-inate the trafic,and the railroads ascommon carriers were still obligedto perform the service when calledupon to do so.  \nIn recent years,a new element hasbeen injected into the situationThe motor truck has become an im-portant carrier of the smaller andlighter forms of freight,particularlyover the shorter distances.Much ofthis transportation is rendered forhire by more or less permanentlyestablished and regularly operatedlines on the highways.A very im-portant part of it,however,is rep-resented by the extensive use oftrucks on the part of mills,factories  \n# A Station-to-Station Operation\n\nThe Pennsylvania Railroad man-agement several years ago believedthe time had come to meet this situ-ation by using trucks operating fromstation to station,on the highways,as auxiliaries to the freight trainservice,where the character of traficand other conditions warranted.  \nA typical operation of this kind,and one of the first to be arranged,  \n*Reprinted jrom the\"Timken Magazine,\"Timken-Deroit Axle Company.  \n2  \nwas installed to handle the package freightdestined to and from the local stations in-termediate between Philadelphia and Wil-mington,Del.Under the arrangementswhich have been placed in effect all pack-age freight for these intermediate stationsoriginating in or shipped via Philadelphiais concentrated by steam train service atPaschall,a freight station on the south-west boundary of the City.From Paschallthe freight is then distributed by motortruck to the various stations between thatpoint and Wilmington,a distance of 23miles.The same truck then collects thepackage freight originating in or shippedvia Wilmington and destined for the sameintermediate stations,performing the dis-tributionin the reverse direction.On bothits south and northbound trips the truckalso collectspackage freight originating atthese stations,effecting delivery if des-tined to another intermediate station;otherwise,delivering it to one or the otherof the terminals of the route for railmovement.  \nPackage freight from or via Philadel-phia to Wilmington proper and from orvia Wilmington proper to Philadelphiastations is handled by through train ser-vice,as heretofore.In this way the ","cbCaijmYibqm8a84","https://ap.wps.com/l/cbCaijmYibqm8a84","pdf",259230,"English","# RESTRICTIONS ON USE\n# INITIALS\n# How a Railroad Uses Motor Cars*\n## A Station-to-Station Operation\n## Use of \"Destination Stations\"\n## 1000 Miles of Line \"Motorized\"","[{\"question\":\"What problem does the railroad aim to address with motor-truck use?\",\"answer\":\"The railroad seeks to handle less-than-carload and package freight more effectively, since peddler trains are slow, costly, and difficult to scale in rate compensation.\"},{\"question\":\"How does the Paschall–Wilmington station-to-station truck operation work?\",\"answer\":\"Package freight for intermediate stations is consolidated by steam at Paschall, then distributed by motor truck; the same truck returns to collect packages for the reverse direction and delivers them to the appropriate intermediate stations or rail terminals.\"},{\"question\":\"What are “destination stations” in the Overbrook–Downingtown approach?\",\"answer\":\"Freight is loaded into “destination cars” and dropped at selected strategic “destination stations,” where motor trucks then distribute packages to intermediate stations; eastbound and westbound use different destination stations due to track routing constraints.\"}]","How a Railroad Uses Motor Cars - A Station-to-Station Operation | PDF",1789970294,15]