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WALLACE - Memoranda - Joint Terminals and Facilities - Discussion","","Memoranda by John F. Wallace examines how applying a competitive principle to railway terminal facilities leads to duplicated infrastructure, unnecessary capital spending, and higher operating expenses for railroads. It argues that freight terminal development cannot realistically be fully covered by separate competitive facilities within metropolitan areas. The text proposes cooperative treatment to simplify track networks, reduce costs, improve freight handling efficiency, and lessen street congestion and urban obstacles, using Chicago as a major 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does competition increase costs in railway terminal facilities?","Question",{"text":113,"@type":114},"The text explains that competitive development duplicates terminal facilities and railroad services, burdening railroads with unnecessary capital expenditures and increased operating expenses.","Answer",{"name":116,"@type":111,"acceptedAnswer":117},"What approach does the memorandum recommend for freight terminal development?",{"text":118,"@type":114},"It argues that terminal situations should be treated cooperatively rather than competitively to simplify track networks, release valuable property to broader commercial use, reduce operating costs, and increase efficiency.",{"name":120,"@type":111,"acceptedAnswer":121},"Why is Chicago used as an example in the memorandum?",{"text":122,"@type":114},"Chicago is cited because of the size of its terminal district, the number of railroads and traffic volume, and its geographic and topographic conditions that allow railroads to attempt to duplicate facilities across the city.","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},323783,1790198523,{"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":105,"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},1099513958607,"https://ap-avatar.wpscdn.com/avatar/100002390cf8733938c?x-image-process=image/resize,m_fixed,w_180,h_180&k=1778829742770036399","97-84113-13Wallace,John Findley  \nMemoranda:joint  \nterminals and facilities[Chicago?]  \n[192-?]  \n# COLUMBIA UNIVERSITY LIBRARIESPRESERVATION DIVISION\n\nBIBLIOGRAPHIC MICROFORM TARGET  \nORIGINAL MATERIAL AS FILMED-EXISTING BIBLIOGRAPHIC RECORD  \n\n| 308  \u003Cbr>Wallace.John Rindley.1852-1921  \u003Cbr>Box  \u003Cbr>128  \u003Cbr>Memorandat joint terminals and facilitieg rby  \u003Cbr>John F.Wallace。  Chicago?192-?  \u003Cbr>8 numb.·leaves.  \u003Cbr>28 cm.  \u003Cbr>Typewritten manuscript。  \u003Cbr>Half-title.  \u003Cbr>ONLY ED  \u003Cbr>O   |\n| --- |\n\n## RESTRICTIONS ON USE:\n\n Reproductions may not be made without permission trom Columbla University Libraries.              \n# TECHNICAL MICROFORM DATA\n\n35mmREDUCTION RATIO:            9:1IMAGE PLACEMENT:A  \n## FILM SIZE:\n\nIIA  \nIB I  \nIIB  \n                  \nDATE FILMED:                    --INITIALS:          12  \n          225+0                  \n## TRACKING\\#:\n\nFILMED BY PRESERVATION RESOURCES,BETHLEHEM,PA.  \n308  \nZ  \nR12   \n# KEMORANDAJOINT TERMINALS NAND FACILITIES\n\nJOHN F.WALLACE  \n261.b2-J-3.3  \nJOINT TERMI NALS AND FACILITIES.  \nThe application of the competitive principle to the development ofrailway terminal facilities at large commercial and industrial centers has re-sulted in the duplication of terminal facilities and railroad service,and as aconsequence of this,these competitive developments have resulted in the burden-ing of the railroads with unnecessary capital expenditures and greatly increasedoperating expenses.  \nThe complete application of the competitive system to railway freightterminals falls of its own weight.Each road cannot secure and maintain terminalfacilities covering the entire terminal area.It cannot secure,maintain andoperate adequate terminal facilities in each and every section or district withinthe metropolitan terminal areas where important freight traf fic originates.Nevertheless,the attempt is made under existing methods to cover as much as po8-8ible of the entire field by separate and competitive terminals,with the re-sultant complication of facilities and a duplication of financial investment.  \nIn the terminal district of Chicago as a whole--and the same thingapplies to other cities --the unnecessary complication and duplications of ter-minal facilities is so extensive that it is a burden upon the railroads,theshippers and the public.  \nThe investment by railroads in unused or little used property toprotect real or fancied present or future competitive conditions is also a sourceof great expense to the railroads and ultimately to the public,--although notoften fully realized as such.The interest on these investments is absorbed inthe general interest charges on the entire property and is lost sight of as beingan expense due to unproductive investments.  \nIf the terminal situation were treated cooperatively instead of com-petitively there could be a simplification of the tangled network of tracks thatnow exists,the release to general commercial purposes of large and valuableproperty now held by railroads for competitive purposes or prospective competitiveneeds,the reduction of operating costs in the terminal handling of freight,andan increase of efficiency.  \nTo the public this would mean not only the improvement of service tothe shippers but the reduction of street congestion and the removal of existingobstacles to the growth and development of the city.  \nAn outstanding example of the disastrous effect of the application ofthe competitive principla to railway terminal operations is found at Chicago.This is trua,first because of the size of the Chicago Terminal District in pointof area covered,number of railroads entering,and volume of traffic;second,because of topographic and gaographic conditions,  \nChicago is served by twenty-six trunk line railroads and five majorselt lines basides several small roads performing terninal functions.  \nRailroad developments occurred in all sactions of tha city and therewas nothing in a physical way to prevent a railroad entering the city at one pointfr","cbCaidTflN5AKXI3","https://ap.wps.com/l/cbCaidTflN5AKXI3","pdf",977602,"English","# Restrictions on Use\n# Technical Microform Data\n## Film Size\n## Date Filmed and Tracking\n# Memoranda: Joint Terminals and Facilities\n## Competitive principle and duplication\n## Cooperative treatment and benefits\n## Chicago as a case example\n## Government control and terminal operation","[{\"question\":\"Why does competition increase costs in railway terminal facilities?\",\"answer\":\"The text explains that competitive development duplicates terminal facilities and railroad services, burdening railroads with unnecessary capital expenditures and increased operating expenses.\"},{\"question\":\"What approach does the memorandum recommend for freight terminal development?\",\"answer\":\"It argues that terminal situations should be treated cooperatively rather than competitively to simplify track networks, release valuable property to broader commercial use, reduce operating costs, and increase efficiency.\"},{\"question\":\"Why is Chicago used as an example in the memorandum?\",\"answer\":\"Chicago is cited because of the size of its terminal district, the number of railroads and traffic volume, and its geographic and topographic conditions that allow railroads to attempt to duplicate facilities across the city.\"}]","JOHN F. WALLACE - Memoranda - Joint Terminals and Facilities - Discussion | PDF",1789966180,35]