Bill Keene recently posted on the STMFC group that "I am trying to determine if a small fleet of automobile box cars would be needed on my east central Kansas layout." He posed four questions:
"It has been my understanding -- perhaps misguided -- that automobile shipments after WWII moved from rail to highway over the road trailer and very few cars were shipped in box cars at this time period.
My questions are:
1) is my understanding of the shipment of automobiles via rail correct?
2) were automobiles being shipped in box cars into the 1950s?
3) if YES, then what makes were shipped by rail?
4) after WWII was box car shipment of automobiles, if shipped in a box car, done using 40-foot or 50-foot box cars?"
"It has been my understanding -- perhaps misguided -- that automobile shipments after WWII moved from rail to highway over the road trailer and very few cars were shipped in box cars at this time period.
My questions are:
1) is my understanding of the shipment of automobiles via rail correct?
2) were automobiles being shipped in box cars into the 1950s?
3) if YES, then what makes were shipped by rail?
4) after WWII was box car shipment of automobiles, if shipped in a box car, done using 40-foot or 50-foot box cars?"
So this got me thinking about my unscientifically-selected fleet of 50-foot box cars and how I might add some order to the situation. Back in the early 2000s I started purchasing kits with an eye toward having some useful material to work with during retirement, recognizing that the manufacturers and materials that were available then might not be so available in fifteen years or so. I didn't know much about commodity flows then or much about the different types of box cars, but I did think it would be pretty cool to have some 50-foot cars mixed in with the 40 footers on the City of Midland's manifests to give the switching crew something to think about while loading. Around that time there was also a glut of Branchline Blueprint and P2K 50-foot box cars on the market, the kits were cheap and available, so I added a number of GTW and miscellaneous cars to the stash over the intervening years. Now it's time to start sorting that out a bit in light of what I've learned about commodity flows and freight car types.
The Commodities:
In this post I want to focus on the movement of automobiles, trucks, and buses by rail. These are completed cars that are on their way from assembly plants to the dealers or to exporters. That involves three different ICC Commodity Classes (ICC, 1954. List of Commodity Classes with Articles Assigned Thereto):
First of all, we note that carloads of passenger automobiles in the sample are predominately loaded in X cars. The trend to flat car loads on autoracks is a post-1960 phenomenon. In contrast, freight automobiles were loaded on flatcars in significant proportions throughout the decade. Finally, knocked-down automobiles were loaded primarily in gondolas.
Second, we note that passenger automobile shipments in the sample numbered close to or above the 1000 carload-level during the decade. Freight automobile shipments were in the hundreds, while knocked-down automobile shipments were around 100 carloads. Passenger automobile shipments were a significant commodity flow throughout the 1950s, while freight automobiles and knocked-down automobiles were minor, but not insignificant commodity flows.
The shipments of both passenger and freight automobiles declined at a rate greater than total shipments during the 1950s. As the decade went on, they were a decreasing percentage of total commodity flow. The shipments of knocked-down automobiles, while quite variable, appear to have declined at the same rate or slightly less than total shipments.
State to State Characteristics of the 1% Sample:
I tabulated the 1957 state to state commodity flows for the three commodity classes in a spreadsheet that is reproduced as a data appendix at the end of this post. I also looked at 1951 and 1953 and found the pattern to be similar. The comments below pertain to passenger automobiles, but freight automobiles statistics were quite similar. Knocked-down cars and trucks were more a a mish-mash and because of the small numbers of shipments less can be said within the sampling uncertainty.
Basically, the majority of the shipments of passenger and freight automobiles came from four states. California was the largest shipper. The consignees associated with shipments from California were distributed throughout the far west: California itself, Washington, Oregon, and Arizona were most frequent (in descending order). Michigan was the second-most frequent shipper. Associated consignees (in descending order of frequency) were California (! although California shipped more carloads to California than Michigan did), New York, Massachusetts, and New Jersey. The remaining two most frequent shippers were Wisconsin (Nash in Kenosha and GM in Janesville) and Indiana (Studebaker in South Bend). The primary flow of shipments from both Wisconsin and Indiana was to the east.
Schenker's "Port of Milwaukee" Data:
Schenker's tabulation in the "Port of Milwaukee" (Table 4-3) indicates that in 1963, the equivalent of 5,316 carloads of motor vehicles were received via car ferry from Ludington (CO) and Muskegon (GTW). The equivalent of 43 carloads of motor vehicles were shipped from Milwaukee via car ferry. This would suggest that 15% of carloads inbound via ferry were motor vehicles, and about 0.1% of outbound carloads. I think that in 1957 the commodity flows were probably more balanced as Ramble/Nash production in Racine grew rapidly in the late 1950s and declined quickly in the early 1960s.
Car Length Data from the Jan. 1958 ORER:
There were 882,188 cars of type X listed in the January 1958 ORER. This table shows the percentage of 50' cars for the primary automobile carrying types compared to the general XM population:
In late 1957, about 10 percent of the general XM population was 50' length. In contrast, about half of the box cars equipped for carrying automobiles were 50' length.
The Answers to Bill's Questions:
1) is my understanding of the shipment of automobiles via rail correct (that automobile shipments after WWII moved from rail to highway over the road trailer and very few cars were shipped in box cars at this time period)?
I would say no, this understanding is not correct. Box car shipments of automobiles declined in the 1950s and at a greater rate than rail shipments as a whole. Undoubtedly there was some loss of rail traffic to highway over the time, but rail shipments of automobiles in box cars were a major commodity flow during the 1950s. There's no way I would characterize commodity flows numbering roughly 100,000 carloads per year on a national basis as rare.
2) were automobiles being shipped in box cars into the 1950s?
Yes - all the way to the end of the 1950s and into the 1960s as well. Passenger automobiles predominately in XARs and XMRs, with freight automobiles going on flat cars as well. Crated (knocked-down) cars primarily in gondolas.
3) if YES, then what makes were shipped by rail?
Based on aerial photographs from 1951 through 1963, all of the major assembly plants had rail loading areas for finished product. I specifically looked at GM's BOP Plant in Fairfax Kans., Ford's ClayCoMo plant north of Kansas City, the GM plant in Janesville, the Nash plant in Kenosha, the Studebaker plant in South Bend, and six plants in the Detroit area. I didn't look at any California plants but the cations and photos in Tony's book referenced above make it clear that California was not an exception to the practice of shipping of cars by rail.
4) after WWII was box car shipment of automobiles, if shipped in a box car, done using 40-foot or 50-foot box cars?
About half of the cars specifically equipped for handling automobiles (XAR and XMR) were 50-footers in 1957. This was a much higher proportion of 50-footers than the general service XM fleet (which was about 10 percent) but 40 footers equipped for carrying automobiles had certainly not disappeared by this time.
What does all this mean in the context of a small town on a branch line located one to two hundred miles from several assembly plants?
In the absence of any other location- and era- specific commodity flow information, I would probably model one in every several thousand carloads or so as an automobile shipment, probably consigned to a local major dealership via a team or station track. If the small town and branch line were in California, Washington, Oregon, Arizona, New York, Massachusetts, or New Jersey, I would probably up that frequency some. And if I were modeling through traffic on a major line north of California, I would probably up that frequency quite a bit.
To look at it a slightly different way, consider that Andy Laurent listed 326 waybills in the 100% A&W, and he and I have looked at another couple of dozen or so. So far, we have not run across an example of an automobile delivery. But I wouldn't be surprised in the least if there weren't a couple of examples of an automobile shipment to a local dealer somewhere in the collection that contains 60,000 or so waybills.
What does all this mean in the context of Milwaukee's car ferry traffic?
I have to deal with a significant amount of cross-lake automobile traffic. These cars probably will return empty via their service routes. So there will be a significant presence of freight cars equipped for carrying automobiles at the Municipal Ferry Terminal. I'm thinking I probably need a modest fleet of XARs and XMRs with a mildly regional flavor to move automobile traffic onto and off of the car ferry. Probably C&O, GTW, PRR, and NYC cars inbound, and CNW and MILW outbound. I'll probably try for a sampling from some of the more interesting series listed in AAR Bulletin 28. That process will probably automatically result in a reasonable mixture of 40' and 50' cars.
It also turns out that auto parts were a big component of outbound traffic from the port, so I have to figure out the cars to handle that traffic as well, which involves the XAP and XMP cars, pool traffic, and other cool stuff. But that's material for another post...
Charles Hostetler
Goshen, Ind
The Commodities:
In this post I want to focus on the movement of automobiles, trucks, and buses by rail. These are completed cars that are on their way from assembly plants to the dealers or to exporters. That involves three different ICC Commodity Classes (ICC, 1954. List of Commodity Classes with Articles Assigned Thereto):
- 613 - Automobiles, Passenger: includes motor ambulances, passenger automobiles, motor passenger busses, trackless trolley busses, passenger automobile chassis (SetUp), motor coaches, trackless trolley coaches, and motor hearses.
- 615 - Automobiles, Freight: includes freight automobiles, autotruck tractors, autotrucks, autotruck chassis (SetUp), and freight automobile chassis (SetUp)
- 621 - Automobiles and Autotrucks (KnockedDown or KD): includes freight automobiles (KD), passenger automobiles (KD), auto trucks (KD), autotruck chassis (KD), freight automobile chassis (KD), passenger automobile chassis (KD), and trucks (KD).
There are other related commodity classes, but I'm not going to focus on them for this particular post. Related commodity classes include Vehicle Parts (e.g., body panels, frames, and engine parts); Military Vehicles; Motor Vehicles (e.g., tractors, fire trucks, motor cycles and scooters, forklifts); and Vehicles Other than Motor (e.g., bicycles, carts, trailers, lift trucks, wagons).
The Freight Cars:
It turns out (and is discussed in more detail below) that between 1947 and 1960 the three commodity classes we are concerned with were carried almost exclusively in three types of freight cars: X, G, and F. That first level designation is the depth to which the 1% carload waybill statistics are reported, and of course we'll want to go to a finer level of classification. The ORER contains a more complete list of mechanical designations that will be useful in this context. The X-type cars that we are concerned with are:
![]()
The Freight Cars:
It turns out (and is discussed in more detail below) that between 1947 and 1960 the three commodity classes we are concerned with were carried almost exclusively in three types of freight cars: X, G, and F. That first level designation is the depth to which the 1% carload waybill statistics are reported, and of course we'll want to go to a finer level of classification. The ORER contains a more complete list of mechanical designations that will be useful in this context. The X-type cars that we are concerned with are:
- XAR - A house car similar in design to XM box except unlined with side or side and end doors and equipped with loading racks and/or floor tubes with tie-down chains for loading setup automobiles and trucks, not suitable for general service loading of all miscellaneous commodities.
- XMR - A house car similar in design to XM box fully lined with side or side and end doors and equipped with loading racks and/or floor tubes with tie-down chains for loading setup automobiles and trucks, and suitable for general service loading of other miscellaneous commodities.
- There were a relatively small number of XM cars (no auto rack) that were equipped with floor tubes or tie downs for transporting automobiles or trucks. (The 112 50' XMs in ATSF 6751 to 6999 an example of this type.)
Other X-type cars can have permanent racks (XAP, for auto parts), or moveable load restraint devices (XME, XML for merchandise loading), but they aren't the typical automobile/truck haulers we are focusing on here.
So we have the cars specifically for automobile and truck loading (XAR) and the cars that were fitted to carry automobiles or trucks but carried other general merchandise as well (XMR and a relatively small number of equipped XMs). Fortunately, there is a section reprinted in the back of the ORERs that recapitulates the serial numbers and descriptions of these cars. Its title is "Bulletin No. 28" of the AAR's Car Service Division, and it lists all of the freight cars equipped with automobile loading devices, the major dimensions, and the types of loading devices. In the Jan. 1958 ORER this listing starts on page 721 and runs through 733 and is quite useful in understanding the potential uses of each series.
A Couple of Miscellaneous Notes from the Literature and Photographs:
There are a lot of photos and descriptions of individual automobile-carrying cars readily available in the literature. Its much rarer, in my experience, to come across a cogent and authoritative discussion that helps in understanding a particular commodity flow. Tony Thompson's "Southern Pacific Freight Cars Volume 3: Automobile Cars and Flat Cars" is worthy of recognition in this respect. There's a nice photo of four Plymouth automobiles in an LV car equipped with Evans racks on page 18, a reprint of the first page of AAR Bulletin 28 on page 19, a nice photo of a bus offloading through the end doors of an automobile car on page 20, and a Ford C-series truck driving off through the side doors of an automobile car ca. 1957 on page 21. These photos and associated discuss gave me a feeling right away for the commodity classes and types of cars and how they were used.
There is also a brief discussion of Evans Auto Loaders and a photo in RP CYC Volume 21, pages 9 through 11 that appears in the context of USRA-design all-steel box and auto cars.
This link (http://content.mpl.org/cdm/singleitem/collection/MilwWaterwa/id/975/rec/47) shows a great photo of knocked down Nash automobiles in crates (ICC Commodity Class 621) being loaded onto a ship in the Milwaukee harbor in 1955; it is not clear from the records associated with this photo whether these Nashes were shipped to Milwaukee from Racine via rail or by truck, but they do give you a feeling for what a crated automobile looks like in the context of export traffic.
I looked at several aerial photographs of automobile assembly plants. The most informative one is shown below, taken on March 17, 1963. It shows the loading area of the GM BOP plant in Fairfax Kansas which is north and west of the main plant buildings. The two house cars (indicated by the black arrows) scale out to a bit over 50' in length, and are probably automobile cars loaded via the loading platforms immediately south of the cars.
So a quick and enjoyable perusal of the literature and some photos is suggestive of the style and variety of loadings, but doesn't enable a quantitative estimate of the commodity flow. For that we'll turn to the 1% carload waybill sample.
National Characteristics of the 1% Sample:
The 1% sample of terminating waybills was classified each year into 261 commodity classifications. In the late 1940s and 1950s there were on the order of 300,000 carloads in the sample, so an "average" commodity class would have contained roughly 1,000 carloads. The timeline of carloads in the sample in commodity classes 613 (automobiles, passenger), 615 (automobiles, freight), and 621 (automobiles and auto trucks KD) are shown in the graphs below:
![]()
![]()
![]()
The graphs should be interpreted in the context of the overall decline in carload traffic during this time period. Total national carloads in the 1% sample fell from 357,908 in 1947 to 265,876 in 1960. This is a decline of about 25%. National Characteristics of the 1% Sample:
The 1% sample of terminating waybills was classified each year into 261 commodity classifications. In the late 1940s and 1950s there were on the order of 300,000 carloads in the sample, so an "average" commodity class would have contained roughly 1,000 carloads. The timeline of carloads in the sample in commodity classes 613 (automobiles, passenger), 615 (automobiles, freight), and 621 (automobiles and auto trucks KD) are shown in the graphs below:
First of all, we note that carloads of passenger automobiles in the sample are predominately loaded in X cars. The trend to flat car loads on autoracks is a post-1960 phenomenon. In contrast, freight automobiles were loaded on flatcars in significant proportions throughout the decade. Finally, knocked-down automobiles were loaded primarily in gondolas.
Second, we note that passenger automobile shipments in the sample numbered close to or above the 1000 carload-level during the decade. Freight automobile shipments were in the hundreds, while knocked-down automobile shipments were around 100 carloads. Passenger automobile shipments were a significant commodity flow throughout the 1950s, while freight automobiles and knocked-down automobiles were minor, but not insignificant commodity flows.
The shipments of both passenger and freight automobiles declined at a rate greater than total shipments during the 1950s. As the decade went on, they were a decreasing percentage of total commodity flow. The shipments of knocked-down automobiles, while quite variable, appear to have declined at the same rate or slightly less than total shipments.
State to State Characteristics of the 1% Sample:
I tabulated the 1957 state to state commodity flows for the three commodity classes in a spreadsheet that is reproduced as a data appendix at the end of this post. I also looked at 1951 and 1953 and found the pattern to be similar. The comments below pertain to passenger automobiles, but freight automobiles statistics were quite similar. Knocked-down cars and trucks were more a a mish-mash and because of the small numbers of shipments less can be said within the sampling uncertainty.
Basically, the majority of the shipments of passenger and freight automobiles came from four states. California was the largest shipper. The consignees associated with shipments from California were distributed throughout the far west: California itself, Washington, Oregon, and Arizona were most frequent (in descending order). Michigan was the second-most frequent shipper. Associated consignees (in descending order of frequency) were California (! although California shipped more carloads to California than Michigan did), New York, Massachusetts, and New Jersey. The remaining two most frequent shippers were Wisconsin (Nash in Kenosha and GM in Janesville) and Indiana (Studebaker in South Bend). The primary flow of shipments from both Wisconsin and Indiana was to the east.
Schenker's "Port of Milwaukee" Data:
Schenker's tabulation in the "Port of Milwaukee" (Table 4-3) indicates that in 1963, the equivalent of 5,316 carloads of motor vehicles were received via car ferry from Ludington (CO) and Muskegon (GTW). The equivalent of 43 carloads of motor vehicles were shipped from Milwaukee via car ferry. This would suggest that 15% of carloads inbound via ferry were motor vehicles, and about 0.1% of outbound carloads. I think that in 1957 the commodity flows were probably more balanced as Ramble/Nash production in Racine grew rapidly in the late 1950s and declined quickly in the early 1960s.
Car Length Data from the Jan. 1958 ORER:
There were 882,188 cars of type X listed in the January 1958 ORER. This table shows the percentage of 50' cars for the primary automobile carrying types compared to the general XM population:
| Type | Number | %50 foot |
| XM | 808450 | 9.7% |
| XMR | 18261 | 53.0% |
| XAR | 3413 | 57.0% |
In late 1957, about 10 percent of the general XM population was 50' length. In contrast, about half of the box cars equipped for carrying automobiles were 50' length.
The Answers to Bill's Questions:
1) is my understanding of the shipment of automobiles via rail correct (that automobile shipments after WWII moved from rail to highway over the road trailer and very few cars were shipped in box cars at this time period)?
I would say no, this understanding is not correct. Box car shipments of automobiles declined in the 1950s and at a greater rate than rail shipments as a whole. Undoubtedly there was some loss of rail traffic to highway over the time, but rail shipments of automobiles in box cars were a major commodity flow during the 1950s. There's no way I would characterize commodity flows numbering roughly 100,000 carloads per year on a national basis as rare.
2) were automobiles being shipped in box cars into the 1950s?
Yes - all the way to the end of the 1950s and into the 1960s as well. Passenger automobiles predominately in XARs and XMRs, with freight automobiles going on flat cars as well. Crated (knocked-down) cars primarily in gondolas.
3) if YES, then what makes were shipped by rail?
Based on aerial photographs from 1951 through 1963, all of the major assembly plants had rail loading areas for finished product. I specifically looked at GM's BOP Plant in Fairfax Kans., Ford's ClayCoMo plant north of Kansas City, the GM plant in Janesville, the Nash plant in Kenosha, the Studebaker plant in South Bend, and six plants in the Detroit area. I didn't look at any California plants but the cations and photos in Tony's book referenced above make it clear that California was not an exception to the practice of shipping of cars by rail.
4) after WWII was box car shipment of automobiles, if shipped in a box car, done using 40-foot or 50-foot box cars?
About half of the cars specifically equipped for handling automobiles (XAR and XMR) were 50-footers in 1957. This was a much higher proportion of 50-footers than the general service XM fleet (which was about 10 percent) but 40 footers equipped for carrying automobiles had certainly not disappeared by this time.
What does all this mean in the context of a small town on a branch line located one to two hundred miles from several assembly plants?
In the absence of any other location- and era- specific commodity flow information, I would probably model one in every several thousand carloads or so as an automobile shipment, probably consigned to a local major dealership via a team or station track. If the small town and branch line were in California, Washington, Oregon, Arizona, New York, Massachusetts, or New Jersey, I would probably up that frequency some. And if I were modeling through traffic on a major line north of California, I would probably up that frequency quite a bit.
To look at it a slightly different way, consider that Andy Laurent listed 326 waybills in the 100% A&W, and he and I have looked at another couple of dozen or so. So far, we have not run across an example of an automobile delivery. But I wouldn't be surprised in the least if there weren't a couple of examples of an automobile shipment to a local dealer somewhere in the collection that contains 60,000 or so waybills.
What does all this mean in the context of Milwaukee's car ferry traffic?
I have to deal with a significant amount of cross-lake automobile traffic. These cars probably will return empty via their service routes. So there will be a significant presence of freight cars equipped for carrying automobiles at the Municipal Ferry Terminal. I'm thinking I probably need a modest fleet of XARs and XMRs with a mildly regional flavor to move automobile traffic onto and off of the car ferry. Probably C&O, GTW, PRR, and NYC cars inbound, and CNW and MILW outbound. I'll probably try for a sampling from some of the more interesting series listed in AAR Bulletin 28. That process will probably automatically result in a reasonable mixture of 40' and 50' cars.
It also turns out that auto parts were a big component of outbound traffic from the port, so I have to figure out the cars to handle that traffic as well, which involves the XAP and XMP cars, pool traffic, and other cool stuff. But that's material for another post...
Charles Hostetler
Goshen, Ind
Data Appendix:
State to State Commodity flows in 1957 for the three commodity classes.
State to State Commodity flows in 1957 for the three commodity classes.
| Passenger | ||
| From | To | Carloads |
| Cal. | Ariz. | 36 |
| Cal. | Cal. | 112 |
| Cal. | Idaho | 24 |
| Cal. | Nev. | 3 |
| Cal. | N.M. | 2 |
| Cal. | Ore. | 46 |
| Cal. | Utah | 17 |
| Cal. | Wash. | 135 |
| Col. | Omitted | |
| Ga. | Omitted | |
| Ill. | Mont. | 1 |
| Ind. | Fla. | 1 |
| Ind. | Maine | 3 |
| Ind. | Mass. | 3 |
| Ind. | N.J. | 2 |
| Ind. | N.Y. | 8 |
| Ind. | Wis. | 1 |
| Iowa | Omitted | |
| Kan. | Omitted | |
| Md. | Omitted | |
| Mass. | Omitted | |
| Mich. | Ariz. | 4 |
| Mich. | Cal. | 66 |
| Mich. | Col. | 2 |
| Mich. | Conn. | 8 |
| Mich. | Fla. | 6 |
| Mich. | Idaho | 1 |
| Mich. | La. | 5 |
| Mich. | Maine | 3 |
| Mich. | Mass. | 34 |
| Mich. | Mo. | 1 |
| Mich. | N.J. | 31 |
| Mich. | N.M. | 3 |
| Mich. | N.Y. | 64 |
| Mich. | Pa. | 1 |
| Mich. | R.I. | 6 |
| Mich. | Tex. | 2 |
| Mich. | Utah | 2 |
| Mich. | Va. | 2 |
| Mich. | Wash. | 4 |
| Mo. | Omitted | |
| N.J. | Fla. | 1 |
| N.Y. | Omitted | |
| Ohio | Md. | 1 |
| Ohio | Mass. | 2 |
| Ohio | N.J. | 1 |
| Ohio | Va. | 1 |
| Ore. | Omitted | |
| Tex. | Wy. | 1 |
| Wis. | Conn. | 2 |
| Wis. | Fla. | 2 |
| Wis. | Ga. | 1 |
| Wis. | Maine | 2 |
| Wis. | Mass. | 15 |
| Wis. | Mich. | 1 |
| Wis. | Mont. | 6 |
| Wis. | N.J. | 3 |
| Wis. | N.Y. | 2 |
| Wis. | N.D. | 2 |
| Wis. | Pa. | 1 |
| Wis. | R.I. | 1 |
| Wis. | S.D. | 1 |
| Wis. | Vt. | 2 |
| Wis. | Wash. | 1 |
| Total | 688 |
| Freight | ||
| From | To | Carloads |
| Ala. | Omitted | |
| Cal. | Ariz. | 3 |
| Cal. | Cal. | 1 |
| Cal. | Idaho | 6 |
| Cal. | Minn. | 1 |
| Cal. | Mont. | 1 |
| Cal. | Nev. | 1 |
| Cal. | N.D. | 1 |
| Cal. | Ore. | 9 |
| Cal. | S.C. | 1 |
| Cal. | Tex. | 3 |
| Cal. | Utah | 1 |
| Cal. | Wash. | 5 |
| Fla. | Fla. | 1 |
| Ga. | Omitted | |
| Ill. | Fla. | 1 |
| Ill. | La. | 4 |
| Ill. | Miss. | 1 |
| Ill. | Ohio | 1 |
| Ill. | Okla. | 1 |
| Ill. | Tex. | 1 |
| Ind. | Cal. | 1 |
| Ind. | Md. | 1 |
| Ind. | N.J. | 7 |
| Ind. | N.Y. | 2 |
| Ind. | Ohio | 1 |
| Ind. | Tex. | 1 |
| Ky. | Cal. | 2 |
| Ky. | N.J. | 4 |
| Ky. | N.Y. | 1 |
| Md. | Omitted | |
| Mich. | Cal. | 11 |
| Mich. | Fla. | 1 |
| Mich. | Maine | 2 |
| Mich. | Mass. | 2 |
| Mich. | Mo. | 1 |
| Mich. | N.J. | 7 |
| Mich. | N.M. | 1 |
| Mich. | N.Y. | 1 |
| Mich. | Pa. | 1 |
| Mich. | Wash. | 4 |
| Mich. | Wy. | 1 |
| Miss. | Omitted | |
| Mo. | Cal. | 2 |
| Mo. | Col. | 1 |
| Mo. | La. | 4 |
| Mo. | Miss. | 1 |
| Mo. | Mo. | 2 |
| Mo. | N.M. | 2 |
| Mo. | R.I. | 1 |
| Mo. | Tex. | 7 |
| Mo. | Wy. | 2 |
| Nev. | Omitted | |
| N.J. | Omitted | |
| N.Y. | N.H. | 1 |
| N.Y. | Vt. | 1 |
| N.C. | Omitted | |
| Ohio | Cal. | 3 |
| Ohio | Col. | 2 |
| Ohio | Idaho | 1 |
| Ohio | La. | 3 |
| Ohio | Mass. | 1 |
| Ohio | Minn. | 1 |
| Ohio | Pa. | 2 |
| Ohio | Va. | 3 |
| Okla. | Omitted | |
| Pa. | Okla. | 1 |
| Pa. | S.D. | 1 |
| Pa. | Va. | 2 |
| Tex. | Omitted | |
| Va. | Omitted | |
| Wash. | Omitted | |
| Wis. | Wash. | 1 |
| Total | 140 |
| KD | ||
| From | To | Carloads |
| Ind. | N.Y. | 3 |
| La. | Omitted | |
| Mich. | La. | 1 |
| Mich. | N.J. | 16 |
| Mich. | N.Y. | 8 |
| N.J. | Omitted | |
| Ohio | Fla. | 1 |
| Ohio | Md. | 5 |
| Ohio | N.J. | 8 |
| Ohio | N.Y. | 8 |
| Ohio | Va. | 1 |
| Wash. | Omitted | |
| Total | 51 |