Introduction:
This post starts the discussion of the waybills for the August 29, 1962 Ahnapee & Western train. There were 15 cars in this delivery from the Kewaunee, Green Bay & Western via the interchange at Casco Junction. Trains averaged about 15 cars on the A&W in the early 1950s, and probably a bit fewer in 1962; but not during cherry season - the late summer months continued to be well trafficked. August 29 had quite an interesting variety of shipments, including some of the more typical (traffic lane) deliveries as well as some extremely rare shipments. All of the scans are provided by Andy Laurent from the A&W waybill collection. None have been previously published.
The shipment that is the subject of this post was one of the extremely rare shipments. It was a "doublet" that involved two freight cars with two sets of nearly identical waybills. The waybill collection actually contains 7 pieces of paperwork for this two-car shipment.
The first piece of paper is the original waybill that travelled with one of the cars (click to enlarge):
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The second is a letter from the consignee to the A&W agent regarding delivery details for that shipment:
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The third and fourth are additional waybill forms for the first car, filled out by hand (rather than by typewriter). They were used solely to record the icing charges for the shipment. The A&W agent needed these to send out the freight bills (the shipment was sent collect). Judging from the interchange stamps these waybills must have accompanied the car for at least part of the journey. They might have been mailed from Canada to the agent at Frankfort or Kewaunee and joined the shipment en route.
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A similar paperwork trail accompanied the second car in the shipment:
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Relationships to Other A&W Waybills:
There are 326 waybills in the spreadsheet that Andy prepared that are shown on the GBW waybill page (http://www.greenbayroute.com/1962ahwwaybills.htm) covering the time period June 27, 1962 to August 27, 1962. In addition to selected examples of those waybills, we've subsequently examined about 10 more from the August 28th train. None of the waybills we have examined so far are related to these two.
Format:
The originating line-haul carrier was the Canadian National Railways. There are actually two different forms involved. The original typed waybills are on a CN form labeled "Freight Waybill - Preferred Movement" while the hand-written waybills are on a simple Freight Waybill form. All of these are full-sized 8 1/2 by 11 inch forms with a center-line fold. Note that the headers are centered on the forms, rather than the more typical right-justification. All of the footers are centered as well, which was typical. The earliest forms date from April 1959. Andy reported that the typewritten waybills are definitely on pink stock; the thin paper and white backing he used for the scan washes out the color for a bit, but thees preferred movement waybills followed the common practice of using pink stock to help them stand out from the rest of the stack.
Typefaces, Preprinting, Stamps, and Handwriting:
The two typed waybills were prepared on different typewriters. Both typefaces are san serif, moderately condensed, and have old-style numerals. The typeface on the first waybill has open-top fours and is a bit heavier, while the typeface on the second waybill has closed-top fours and is a bit lighter and taller.
There is no preprinting on any of the waybills.
The typical interchange (rectangular) and yard arrival stamps (circular) are present in profusion. There are also a variety of stamps associated with customs at the Canadian-U.S. border. Both of the typed waybills also have a stamp that was applied by the Ann Arbor at Frankfort, Mich. when the cars were iced. This stamp has spaces for the date of icing and the amounts of ice and salt that were used. There are also CN icing stamps on the back that show through in places. It appears that the bunkers were nearly empty as 6,500 lbs of ice (the full capacity) were noted as added.
On the typed waybills, aside from several miscellaneous notations, there were three instances of handwriting. The first was associated with the change in consignee from Miller Distributing Co. to Fruit Growers Coop. The new consignee was inserted by hand. The second and third instances were completion of the appropriate parts of the weight ticket (by the CN in Toronto) and the icing stamp (by the AA in Frankfort).
The three hand-written waybills must have accompanied the shipment for at least part of the way; judging from the junctions stamps these forms were joined with the shipment at least some time before it arrived in Kewaunee. They appear to have been used to as a supplementary record of the amount and cost of ice and salt used in icing. A reasonable guess is that these CN forms originated when the cars were iced in Montreal and Toronto.
Dates and Waybill Numbers:
The waybill numbers for the typed waybills are consecutive, but the waybill dates are several days apart (August 23 and 25). The waybill numbers for the hand-written waybill supplements are from a quite different series than the waybill numbers for the typed waybills.
It was hard for me to understand the eastern portion of the trip (from Chicoutimi to Mimico Yard in Toronto), but my best reconstruction of the shipment from August 26 forward is:
August 26: Mimico Yard on the CN; Sarnia Tunnel on the CN
August 27: Port Huron Mich. on the GTW
August 28: Durand Mich., where the shipment was interchanged from the GTW to the AA; later iced on the AA in Frankfort
August 29: Kewaunee on the GBW and arrival in Sturgeon Bay.
The Cars:
The cars were CN 210623 and CN 211390. Both were refrigerator cars (RAMH; refrigerator cars with brine tanks, equipped with beef rails, having special heating appliances for the protection of commodities against freezing). From the Jan. 1958 ORER:
CN 210300 to 210899; Steel refrigerator cars, overhead ice tanks; 587 total
IL: 40'
IW: 8' 6"
IH: 6' 8"
EL: 42'
EW: 10' 4"
EH: 15' 8"
Door Openings: 5' by 6' 9"
Capy: 2273 cu. ft.; 105,000 lbs
CN 210900 to 211399; Steel refrigerator cars, overhead ice tanks; 494 total
IL: 40'
IW: 8' 6"
IH: 6' 8"
EL: 42'
EW: 10' 4"
EH: 15' 8"
Door Openings: 5' by 6' 9"
Capy: 2273 cu. ft.; 105,000 lbs
Both types held 6,500 lbs. of crushed ice in overhead bunkers.
These are two of the Canadian 8-hatch overhead brine tank refrigerator cars:
http://freight.railfan.ca/cgi-bin/image.pl?o=cn&i=cn210431
http://freight.railfan.ca/cgi-bin/image.pl?i=cn210431_2&o=cn (The date supplied for these first two photos is clearly in error; they were taken in the early 1960s, not 1953. The CN wet noodle logo dates from December 1960/early 1961)
http://freight.railfan.ca/cgi-bin/image.pl?i=cn211349&o=cn
http://freight.railfan.ca/cgi-bin/image.pl?i=cn211284&o=cn
http://freight.railfan.ca/cgi-bin/image.pl?i=cn211660&o=cn (This is the P/L scheme I'm interested in for a fall 1957 layout setting)
http://freight.railfan.ca/cgi-bin/image.pl?i=cn209712&o=cn
In HO, the obvious approach to open-the-box and weather modeling is the True Line Trains 8-Hatch reefer:
http://www.truelinetrains.ca/freight-cars/ho---8-hatch-reefer
Also in HO, Funaro and Camerlengo makes a resin kit in several versions:
http://www.fandckits.com/HOFreight/5130.html
http://www.fandckits.com/HOFreight/5131.html
http://www.fandckits.com/HOFreight/5132.html
The Shipper:
The shipper was Saguenay Mercantile Ltd., in Chicoutimi Quebec. Saquenay Mercantile was a produce commission broker that was incorporated in 1949. I haven't been able to find out much about them except that at some time in the 1950s they found a 24-inch snake in their warehouse (see second picture from the top at http://translate.google.com/translate?hl=en&sl=fr&u=http://www.shistoriquesaguenay.com/PhotoDescr.asp%3FTxtPhoto%3Dchicoutimi%26offset%3D4270&prev=/search%3Fq%3D%2522saguenay%2Bmercantile%2522%2Bchicoutimi%2Bquebec%26client%3Dsafari%26rls%3Den%26biw%3D1436%26bih%3D790), and that they were located at 538 rue La Fontaine in Chicoutimi, which was not really close to the CN rails. Quite possible the blueberries were loaded into the reefers at a house track near the depot (http://www.panoramio.com/photo/33445078).
This post starts the discussion of the waybills for the August 29, 1962 Ahnapee & Western train. There were 15 cars in this delivery from the Kewaunee, Green Bay & Western via the interchange at Casco Junction. Trains averaged about 15 cars on the A&W in the early 1950s, and probably a bit fewer in 1962; but not during cherry season - the late summer months continued to be well trafficked. August 29 had quite an interesting variety of shipments, including some of the more typical (traffic lane) deliveries as well as some extremely rare shipments. All of the scans are provided by Andy Laurent from the A&W waybill collection. None have been previously published.
The shipment that is the subject of this post was one of the extremely rare shipments. It was a "doublet" that involved two freight cars with two sets of nearly identical waybills. The waybill collection actually contains 7 pieces of paperwork for this two-car shipment.
The first piece of paper is the original waybill that travelled with one of the cars (click to enlarge):
The second is a letter from the consignee to the A&W agent regarding delivery details for that shipment:
The third and fourth are additional waybill forms for the first car, filled out by hand (rather than by typewriter). They were used solely to record the icing charges for the shipment. The A&W agent needed these to send out the freight bills (the shipment was sent collect). Judging from the interchange stamps these waybills must have accompanied the car for at least part of the journey. They might have been mailed from Canada to the agent at Frankfort or Kewaunee and joined the shipment en route.
A similar paperwork trail accompanied the second car in the shipment:
Relationships to Other A&W Waybills:
There are 326 waybills in the spreadsheet that Andy prepared that are shown on the GBW waybill page (http://www.greenbayroute.com/1962ahwwaybills.htm) covering the time period June 27, 1962 to August 27, 1962. In addition to selected examples of those waybills, we've subsequently examined about 10 more from the August 28th train. None of the waybills we have examined so far are related to these two.
Format:
The originating line-haul carrier was the Canadian National Railways. There are actually two different forms involved. The original typed waybills are on a CN form labeled "Freight Waybill - Preferred Movement" while the hand-written waybills are on a simple Freight Waybill form. All of these are full-sized 8 1/2 by 11 inch forms with a center-line fold. Note that the headers are centered on the forms, rather than the more typical right-justification. All of the footers are centered as well, which was typical. The earliest forms date from April 1959. Andy reported that the typewritten waybills are definitely on pink stock; the thin paper and white backing he used for the scan washes out the color for a bit, but thees preferred movement waybills followed the common practice of using pink stock to help them stand out from the rest of the stack.
Typefaces, Preprinting, Stamps, and Handwriting:
The two typed waybills were prepared on different typewriters. Both typefaces are san serif, moderately condensed, and have old-style numerals. The typeface on the first waybill has open-top fours and is a bit heavier, while the typeface on the second waybill has closed-top fours and is a bit lighter and taller.
There is no preprinting on any of the waybills.
The typical interchange (rectangular) and yard arrival stamps (circular) are present in profusion. There are also a variety of stamps associated with customs at the Canadian-U.S. border. Both of the typed waybills also have a stamp that was applied by the Ann Arbor at Frankfort, Mich. when the cars were iced. This stamp has spaces for the date of icing and the amounts of ice and salt that were used. There are also CN icing stamps on the back that show through in places. It appears that the bunkers were nearly empty as 6,500 lbs of ice (the full capacity) were noted as added.
On the typed waybills, aside from several miscellaneous notations, there were three instances of handwriting. The first was associated with the change in consignee from Miller Distributing Co. to Fruit Growers Coop. The new consignee was inserted by hand. The second and third instances were completion of the appropriate parts of the weight ticket (by the CN in Toronto) and the icing stamp (by the AA in Frankfort).
The three hand-written waybills must have accompanied the shipment for at least part of the way; judging from the junctions stamps these forms were joined with the shipment at least some time before it arrived in Kewaunee. They appear to have been used to as a supplementary record of the amount and cost of ice and salt used in icing. A reasonable guess is that these CN forms originated when the cars were iced in Montreal and Toronto.
Dates and Waybill Numbers:
The waybill numbers for the typed waybills are consecutive, but the waybill dates are several days apart (August 23 and 25). The waybill numbers for the hand-written waybill supplements are from a quite different series than the waybill numbers for the typed waybills.
It was hard for me to understand the eastern portion of the trip (from Chicoutimi to Mimico Yard in Toronto), but my best reconstruction of the shipment from August 26 forward is:
August 26: Mimico Yard on the CN; Sarnia Tunnel on the CN
August 27: Port Huron Mich. on the GTW
August 28: Durand Mich., where the shipment was interchanged from the GTW to the AA; later iced on the AA in Frankfort
August 29: Kewaunee on the GBW and arrival in Sturgeon Bay.
The Cars:
The cars were CN 210623 and CN 211390. Both were refrigerator cars (RAMH; refrigerator cars with brine tanks, equipped with beef rails, having special heating appliances for the protection of commodities against freezing). From the Jan. 1958 ORER:
CN 210300 to 210899; Steel refrigerator cars, overhead ice tanks; 587 total
IL: 40'
IW: 8' 6"
IH: 6' 8"
EL: 42'
EW: 10' 4"
EH: 15' 8"
Door Openings: 5' by 6' 9"
Capy: 2273 cu. ft.; 105,000 lbs
CN 210900 to 211399; Steel refrigerator cars, overhead ice tanks; 494 total
IL: 40'
IW: 8' 6"
IH: 6' 8"
EL: 42'
EW: 10' 4"
EH: 15' 8"
Door Openings: 5' by 6' 9"
Capy: 2273 cu. ft.; 105,000 lbs
Both types held 6,500 lbs. of crushed ice in overhead bunkers.
These are two of the Canadian 8-hatch overhead brine tank refrigerator cars:
http://freight.railfan.ca/cgi-bin/image.pl?o=cn&i=cn210431
http://freight.railfan.ca/cgi-bin/image.pl?i=cn210431_2&o=cn (The date supplied for these first two photos is clearly in error; they were taken in the early 1960s, not 1953. The CN wet noodle logo dates from December 1960/early 1961)
http://freight.railfan.ca/cgi-bin/image.pl?i=cn211349&o=cn
http://freight.railfan.ca/cgi-bin/image.pl?i=cn211284&o=cn
http://freight.railfan.ca/cgi-bin/image.pl?i=cn211660&o=cn (This is the P/L scheme I'm interested in for a fall 1957 layout setting)
http://freight.railfan.ca/cgi-bin/image.pl?i=cn209712&o=cn
In HO, the obvious approach to open-the-box and weather modeling is the True Line Trains 8-Hatch reefer:
http://www.truelinetrains.ca/freight-cars/ho---8-hatch-reefer
Also in HO, Funaro and Camerlengo makes a resin kit in several versions:
http://www.fandckits.com/HOFreight/5130.html
http://www.fandckits.com/HOFreight/5131.html
http://www.fandckits.com/HOFreight/5132.html
The Shipper:
The shipper was Saguenay Mercantile Ltd., in Chicoutimi Quebec. Saquenay Mercantile was a produce commission broker that was incorporated in 1949. I haven't been able to find out much about them except that at some time in the 1950s they found a 24-inch snake in their warehouse (see second picture from the top at http://translate.google.com/translate?hl=en&sl=fr&u=http://www.shistoriquesaguenay.com/PhotoDescr.asp%3FTxtPhoto%3Dchicoutimi%26offset%3D4270&prev=/search%3Fq%3D%2522saguenay%2Bmercantile%2522%2Bchicoutimi%2Bquebec%26client%3Dsafari%26rls%3Den%26biw%3D1436%26bih%3D790), and that they were located at 538 rue La Fontaine in Chicoutimi, which was not really close to the CN rails. Quite possible the blueberries were loaded into the reefers at a house track near the depot (http://www.panoramio.com/photo/33445078).
The Consignee:
The consignee was Miller Distributing Co., Inc. They had a cold storage warehouse and shipping facility in Marshfield, Wisc. served by the C&NW, but they must have had some business dealings with the Fruit Growers Coop in Sturgeon Bay because that is where they directed the agent to deliver the car. The Fruit Growers Coop was a canning facility in Sturgeon Bay (on the east side of the bay, south of the bridge; inside the green outline) that was served by the A&W:
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The Fruit Growers Coop had received two cars in August just prior to this shipment that were recorded in the A&W collection. On August 1 they received a carload of empty cans and on August 28 they received an empty "DF" car for loading. So this was a pretty busy season for that facility, and I expect to see more activity from this facility as we examine additional trains.
The Route:
The car originated on the CN near the eastern end of the Saguenay branch line in northeastern Quebec. The route was:
CN - PORT HURON TUNNEL - GTW - DURAND - AA - KEWAUNEE - KGB - CASCO JUNCTION - AW - STURGEON BAY.
The car cleared customs in Port Huron, Mich. I calculated the short-line haul as:
CN: 741 miles
GTW: 83 miles
AA: 257 miles (including 60 miles on the ferry)
KGB: 13 miles
AW: 34 miles
Total: 1,128 miles
The Commodity:
The commodity was fresh blueberries. There were in ICC Commodity Class 053: Berries Fresh, Not Frozen. These blueberries were almost certainly destined to be used in a canned fruit product of some kind (not for local consumption). This makes the commodity lane a rare one for most modelers (unless it is overhead traffic). Griffin-Touhey was in the business of making canned fruit cocktail (they were open year-round), so that would be a best guess of their final use. However, the change of consignee to Fruit Growers could have been for warehouse capacity considerations (FG held it for Miller?)...or perhaps Fruit Growers was canning something other than just pie cherries that summer?
Both cars held 1512 boxes, the weight per box was 27 lbs., so the total billed weight was 40824 lbs. The shipping charges were 202 per cwt., so each car cost 824.64 in shipping. By the time ice and salt were added to the bill it came to 984.35 for each car! Note from the actual weight tickets the net weights of the shipment were 51,240 lbs. and 47,700 lbs., so the weight agreement must have had some allowance for the empty boxes.
As measured by the 1% Carload Waybill Sample shipments in ICC commodity Class 053 were extremely rare in the late 1940s and 1950s:
The Fruit Growers Coop had received two cars in August just prior to this shipment that were recorded in the A&W collection. On August 1 they received a carload of empty cans and on August 28 they received an empty "DF" car for loading. So this was a pretty busy season for that facility, and I expect to see more activity from this facility as we examine additional trains.
The Route:
The car originated on the CN near the eastern end of the Saguenay branch line in northeastern Quebec. The route was:
CN - PORT HURON TUNNEL - GTW - DURAND - AA - KEWAUNEE - KGB - CASCO JUNCTION - AW - STURGEON BAY.
The car cleared customs in Port Huron, Mich. I calculated the short-line haul as:
CN: 741 miles
GTW: 83 miles
AA: 257 miles (including 60 miles on the ferry)
KGB: 13 miles
AW: 34 miles
Total: 1,128 miles
The Commodity:
The commodity was fresh blueberries. There were in ICC Commodity Class 053: Berries Fresh, Not Frozen. These blueberries were almost certainly destined to be used in a canned fruit product of some kind (not for local consumption). This makes the commodity lane a rare one for most modelers (unless it is overhead traffic). Griffin-Touhey was in the business of making canned fruit cocktail (they were open year-round), so that would be a best guess of their final use. However, the change of consignee to Fruit Growers could have been for warehouse capacity considerations (FG held it for Miller?)...or perhaps Fruit Growers was canning something other than just pie cherries that summer?
Both cars held 1512 boxes, the weight per box was 27 lbs., so the total billed weight was 40824 lbs. The shipping charges were 202 per cwt., so each car cost 824.64 in shipping. By the time ice and salt were added to the bill it came to 984.35 for each car! Note from the actual weight tickets the net weights of the shipment were 51,240 lbs. and 47,700 lbs., so the weight agreement must have had some allowance for the empty boxes.
As measured by the 1% Carload Waybill Sample shipments in ICC commodity Class 053 were extremely rare in the late 1940s and 1950s:
| Year | Carloads | <Ton/Car> | <Haul/Car> | <Rev/Car> |
| 1947 | 6 | 21 | 1,051 | 385 |
| 1948 | 2 | 31 | 2,512 | 1,026 |
| 1949 | - | - | - | - |
| 1950 | 1 | 31 | 2466 | 1077 |
| 1951 | 1 | 9 | 302 | 233 |
| 1952 | - | - | - | - |
| 1953 | - | - | - | - |
| 1954 | - | - | - | - |
| 1955 | - | - | - | - |
| 1956 | - | - | - | - |
| 1957 | 1 | 5 | 357 | 216 |
| 1958 | - | - | - | - |
| 1959 | - | - | - | - |
| 1960 | - | - | - | - |
Those listed in the table above were domestic shipments, originating largely in Oregon. In the special study of commodities originating in Canada (data from 1951 through 1953) we find Canadian shipments to the U.S. were more common than U.S. shipments to U.S. destinations during that time period. The three-year sample recorded 4 shipments to Illinois, 2 to Minnesota, and 1 to New York.
If we make a VERY rough overestimate of 3 shipments of ICC 053 per year, this suggests that the average frequency of carload berry shipments is about 1 per 100,000 carloads. So if your local layout setting permits, this is an opportunity to feature a vary rare commodity flow with a pretty cool Canadian freight car. If your local industries do not include a fruit cannery, this commodity flow is probably best modeled as a rare example of through (overhead) traffic.
In my layout setting, I use the Port of Milwaukee data as a primary mechanism to model commodity flows. His data tables do not show any domestic interlake traffic in fresh berries (i.e., shipments via car ferry). Five tons of fruits and berries were exported overseas through the Port, mostly through Transit Shed 1 (which is on my layout), and that might have been a single delivery made by rail. For my purposes I put this commodity flow in the little stack of oddities and curiosities that I select with a frequency such that it would appear randomly once in every several hundred operating sessions.
Special Instructions:
I thought it was interesting that the cars were directed to be weighed. They were loaded and billed by Shippers Load and Count, but someone must have wanted the actual weights for some other purpose.
I also thought it was interesting that the cars were directed to be re-iced to capacity at every icing station. The charges for the ice and salt amounted to more than 10% of the total shipping cost. Note that the crushed ice/salt mixture was specified to be 30% salt.
Freight Car Distribution:
Even though carrier-owned, these refrigerator cars were managed on a mileage basis. The considerations of the Code of Car Service Rules and the Code of Per Diem Rules weren't applicable to these shipments. To equalize mileage, these cars most probably returned empty via the service route to the CN.
Other Thoughts:
- I continue to be impressed with some of the large freight charges associated with shipments to the A&W. This shipment, as well as several shipments we looked at to Algoma Plywood have been near the $1000/car mark. Taking the weight of the blueberries at 40,824 lbs. together with the value of bulk fresh blueberries in the 1950s of about 20 cents per pound suggests that the value of the cargo was on the order of $8,000. The shipping costs for the raw materials were over 10% of the value of the raw materials themselves. Chicoutimi blueberries may have been something special, but wouldn't you think that Door County blueberries or maybe blueberries from western Michigan might have been a little more cost effective?
- I've had this idea for a while that its better to build freight cars in pairs. The real basis for the idea is that I'm pretty sure I'm going to screw up one of them during construction, and maybe out of two kits I can salvage one good car ;) I sort of rationalize it with this vague notion that some shipments came in doublets (or even multiple cars). This is the first example of a pure doublet that we've run across in this series of about 35 waybills, so as a rough guess we might estimate that there were maybe three doublets per 100 shipments. Just on a lark, I looked at the first 100 entries in the A&W tables on the GBW page referenced above. I found 5 instances of what I'll call a pure multi-car shipment, where identical loads came in on 2 or more cars from the same carrier and the same (or nearly identical) series. And there were four more examples of what I'll call mixed multi-car shipments where identical loads came in on 2 or more cars (XMs and FMs) from different carriers. This suggests to me the thought that multi-car deliveries to larger or busier consignees might occur with a frequency worth modeling.
- I've started to think about modeling commodity flows using three different ingredients. The first is the meat and potatoes; the basic traffic lanes that make up 90% of the freight traffic on my layout. These commodity flows are in the 1 car per 10 shipments to 1 car per 100 shipment frequencies. Get these right and I'll probably have a pretty plausible scenario. The second is the less frequent, but still pretty regular, rail shippers. These commodity flows are in the 1 car per 100 to 1 car per 1,000 frequencies. They may be seasonal, they may be from smaller shippers or consignees, but they add texture to the meal. The third is the really rare shipments in the 1 carload per 10,000 frequency and beyond. These are like the spices that add dash to the whole picture. Although they are attractive and interesting, you don't want to use them too heavily though!
- Andy's perspective on the preceding bullet, which I think states it well: "you may want to add some clarification to your 1 in 10XXX figures (that those are based on the national averages). Someone might think you will have to create 1000+ model waybills to get that amount of variability. {cjh note - Andy is quite correct about this clarification!} I used exactly your thought process on my A&W. The lion's share of my waybills were the "standard" commodities/lanes. Cans to Evangeline, Evap Milk out of Evangeline; steel into Christy Shipbuilding (from the mills that I had evidence of); sugar and cans into the canneries/team track, cherries out from same; petroleum products into the bulk dealers...then I put in some less common shipments to the variety of small industries...and the 'spice' were the few very unusual shipments like a large boiler, or a car for Door County Produce (which I only spotted twice in all my operating sessions), or a carload of ties for the A&W. I used a file card system that had a lot of "MISC" waybills that I used for the spice. I would typically only pull one or two each session...and having 40 or so waybills in there, it provided the right amount of variability. Whereas, the Evangeline tab in the file was usually empty because all the bills were out (very little variability)."
Charles Hostetler and Andy Laurent