Imagens das páginas
PDF
ePub

participation in planning was invited by providing space for suggestions on improvement of operations, sales, and advertising.

A total of 13,805 replies were received from all classes of employees. After careful grading of the answers to the quiz, it was found that 96.26 percent were answered correctly. Suggestions, submitted with 3,753 replies, covered a wide range of air-express activities. The general tone of the suggestions showed a deep interest of employees in all phases of air-express service.

Ash trays bearing air-express insignia, automatic plastic pencils, and War bonds were awarded as prizes to those who participated.

Special surveys have from the start played an important role in the developing of air-express traffic. These surveys ranged from a study of individual types of merchandise and merchandising and a study of carrying qualities of certain kinds of perishables to service surveys of military establishments and customer surveys of traffic potentialities offered by various air-express rate levels.

For instance, a survey of the style merchandise market developed that highpriced items could be forwarded by air express to advantage because the faster service released working capital otherwise tied up in transit when slower transportation is used. The increased turn-over of working capital was worked out, then presented to buyers and merchandising managers of shops and department stores handling style merchandise.

The saving of interest or insurance premiums was shown to banks and other shippers of financial paper.

A survey of automobile agencies, parts distribution branches, and garages developed how the car manufacturers' parts department could be used overnight by car servicemen throughout the country by use of air express.

A survey of "dated" traffic such as electrotypes, mats, news releases, photographs, news reels, etc., resulted in the moving back of deadline dates sometimes by days.

The carrying qualities of perishables were analyzed, and the conclusions checked by test shipments.

All of these commodity surveys, of which the above are representative, resulted directly in an improved sales effort and new air-express business in all sections of the country.

A customer survey, during which some 90,000 customers were interviewed several years ago, checked their knowledge of existing air-express service and rates and invited constructive criticism.

Immediately after Pearl Harbor, service surveys were made at military establishments and war production centers to determine what would be necessary to insure that air-express service would be immediately available for vital shipments of war materials. As result of these surveys, public-relations representatives were delegated to act as liaison officials in dealing with Government officials. They continue to perform this important work at present.

Incidental to the movement of urgent shipments of war materials was the survey of war plants and subcontractors of war materials which has been followed by a continuing program to acquaint them with air-express priority procedure.

The activities mentioned in the foregoing in connection with development of air-express business also applies to the development of international air-express traffic from the time such service was started in 1934.

Indicating the production value of the development program as outlined is the fact that between 1934, when a uniform rate structure was adopted, and 1941, a peacetime development period, individual transactions or sales increased 845 percent, while the weight of the traffic carried during the same period increased 1,186 percent.

EXHIBIT NO. 387

ACCOUNTING METHOD USED TO DIVIDE EXPENSES AND REVENUES BETWEEN SURFACE AND AIR TRANSPORTATION

On a shipment from a consignor in an airport city (such as PhiladelphiaCamden) which is transported by air express and delivered to a consignee in another airport city (such as San Francisco) the gross air-express revenue accruing under the air-express tariff is allocated or apportioned to the air line or air lines carrying the shipment from the originating airport to the destination

airport. If the shipment is carried by two or more air lines the gross revenue is apportioned on a mileage basis.

If the shipment is picked up by an air-express vehicleman, i. e., a vehicleman sent out specifically to pick up air-express shipments, air-express operations are charged with the value of the employee and vehicle time involved. If the shipment is delivered by an air-express vehicleman, air-express operations likewise are charged with the value of the employee and vehicle time involved. If, however, the shipment is picked up by a rail-express vehicleman, i. e., a vehicleman primarily handling rail express on the same trip, air-express operations are charged with the rail-express vehicle cost per shipment in the airport city where the shipment originates. If the shipment is delivered by a rail-express vehicleman, airexpress operations are charged with the rail-express vehicle cost per shipment at the airport city to which the shipment is destined.

In either event air-express operations are charged with the cost of transporting the shipment from the express terminal to the originating airport and from the destination airport to the express terminal.

On a shipment originating at a point to which air-express rates do not apply which is carried by rail express to or from the nearest airport city, the gross airexpress revenue accruing under the air-express tariff for the air-express haul is allocated or apportioned to the air line or air lines carrying the shipment. The cost of transporting the shipment between the express terminal and the airport in the city where the shipment is transferred from rail express to air express, or between the airport and the express terminal in the city where shipment is transferred from air express to rail express, is charged to air-express operations. The rail-express tariff charge for the haul of the shipment from offair-line point not having air-express service to the city where transfer is made to air-express or from the airport at which transfer is made from air-express to off-airline destination not having air-express service is included in the railexpress account. No charge to air-express operations is made for pick-up and delivery or other service in connection with such shipments at points not having air-express service where Railway Express Agency maintains offices manned by its own employees. At smaller points where agents and draymen are paid on a commission basis, i. e., a percentage of the revenue on the traffic originating at or destined to such points, air-express operations are charged with payments calculated by applying the percentage rates to the air-express revenue. express is charged with payments based upon rail-express revenue.

Rail

Air-express rates have been published as applying to numerous points in proxunity to airports through which they are served. Rail lines are used in transporting the air-express shipments between airport cities and a few of such adjacent or suburban points but most of such points are served by the agency's motor vehicles. Some points are served by both, depending upon the time of day shipments are ready for forwarding. The cost of such motor vehicle service and rail-express tariff charges are charged to air-express operations. If such airexpress shipments are picked up or delivered by vehiclemen on air-express assignments, air-express operations are charged with the value of the employee and vehicle time involved whether the shipments are handled to and from the airport city by motor vehicle or by rail. If, however, the shipments are forwarded or received by rail at suburban or other points to which air-express rates of the airport through which they are served have been extended, no charge is made to air-express operations for pick-up or delivery service at such points if such service is performed by vehiclemen on rail-express assignments.

[ocr errors]
[blocks in formation]

SUBCOMMITTEE OF THE

COMMITTEE ON MILITARY AFFAIRS
UNITED STATES SENATE

SEVENTY-EIGHTH CONGRESS

SECOND SESSION

PURSUANT TO

S. Res. 107

A RESOLUTION AUTHORIZING A STUDY OF THE
POSSIBILITIES OF BETTER MOBILIZING
THE NATIONAL RESOURCES OF
THE UNITED STATES

AND ON

S. 702

A BILL TO MOBILIZE THE SCIENTIFIC AND TECHNICAL
RESOURCES OF THE NATION, TO ESTABLISH AN
OFFICE OF SCIENTIFIC AND TECHNICAL MO-
BILIZATION, AND FOR OTHER PURPOSES

PART 15

AUGUST 17, 1944

RAILROAD TECHNOLOGY

Association of American Railroads
The Pullman Company

Printed for the use of the Committee on Military Affairs

[blocks in formation]
[blocks in formation]

CONTENTS

Testimony of R. V. Fletcher, vice president, Association of American Railroads..

SCHEDULE OF EXHIBITS

Page

1729

[blocks in formation]

388 Letter, dated Mar. 18, 1944, from Senator H. M. Kilgore to J. J.
Pelley, president, Association of American Railroads.
389 Letter, dated June 1, 1944, from J. J. Pelley to Senator H. M.
Kilgore...

Appears

on

page

1761

1761

390 Statement submitted by the Association of American Railroads to the Subcommittee on War Mobilization, Committee on Military Affairs.

1762

Part I. The Association of American Railroads: Its Organi-
zation and Activities, With Special Reference to Research
and Technological Development..

1762

Part II. Nature and Accomplishments of Railroad Research
Part III. Wartime Preparedness and Performance of the
Railroads...

1765

1775

Table I. Growth of transportation service in the United
States__

1776

Table II. Railroad traffic statistics, 1918-43

1777

Table III. Freight traffic__.

1779

Table V. Passenger traffic.

Table IV. Tons of freight originated, by principal com-
modity groups__

1779

1780

Table VI. Locomotives owned at end of year, 1916-43.
Table VII. Maximum and minimum unserviceable loco-
motives and stored serviceable locomotives, 1916-43--
Table VIII. Freight-carrying cars owned at end of year,
1916-43

Table IX. Maximum and minimum unserviceable
freight cars, surplus cars, and car shortages during
year, 1916-43__

[blocks in formation]

Table X. Passenger-train cars owned at end of year,
1916-43

1785

Table XI. New equipment placed in service, 1916-43..
Table XII. Gross capital expenditures for additions
and betterments to railroad property, 1921-43-
Table XIII. Condensed income account, 1916-43-
Table XIV. Locomotive and freight-car performance,
1916-43

1785

1786

1787

1788

Table XV. Freight train performance, 1916–43.
Table XVI. Loading of petroleum and petroleum prod-
ucts to Eastern Seaboard Territory, 1941-44.
Table XVII. Movement of bituminous coal to New
England, 1940-44__.

[blocks in formation]

Exhibit B. Mechanical or equipment research- -Motive
power and rolling stock..

1806

« AnteriorContinuar »