Move it quickly, move it well

IIOVING freight efficiently, be it lUl carloads of coal or canned corn, is the goal set for themselves by Union Pacific railroaders.

Lumber and building materials get the treatment as well and UP's success in handling forest products and allied material shows that these 26,000 men and women are up to the task.

Part of that success is due to their wherewithal to accommodate the construction industry's hauling needs.

Story at a Glance

Forest products and other building materials make up an important part of Union Pacif ic's traff ic expediting cars from NW producing areas to consuming areas in the rest of the West is done with great dispatch, building good service record.

One of the most profitable U.S. railroads, it is in a financial position to continually upgrade its plant and acquire equipment to carry the freight.

During the past l0 years, this 9,700-mile carrier has spent $ I .5 billion for new locomotives and cars and to improve track and train handling facilities. These huge expenditures have one aim: to create efficiency directed toward furnishing the best service possible at rates that offer economy to customers and still assure a profit to the company.

TUMBER is showing a major upswing in Union Pacific carloadings. The road's sales and marketing staffs keep close tab on lumber and building material industries, recommend service and equipment changes to meet customen'hauling needs.

Since Union Pacific operates between much of the forest products areas and regions of fast-expanding building, it behooves the company to attracl such traffic to its rails and to retain it with good service.

The road expects its forest products business to brighten:

Fortunately, the railroad is in good shape with sufficient equipment for the service. It has one of the youngest car fleets in the industry, kept that way by steadily adding new units. Even so, it endeavors to get the most for its car dollar by inviting better car utilization.

Several moves have been made to accomplish this:

One has been to propose incentive rates on lumber to transcontinental destinations similar to those in effect on the coast to encourage largervolume shipments without significantly altering rate relationships. UP believes this will have a major and favorable impact on equipment availability in the West generally.

Another involves offering fast service on lumber traffic from producing areas. An example is the "Hinkle Lumber" trains. These trains handle time-sensitive carloads from Oregon, Washington and Idaho consolidated at the town of Hinkle in northeastern Oregon and expedited in trainloads from that point.

The faster these cars move. the sooner they're empty and available to shippers, say the road's traffic men.

While the Hinkle trains operate in transcontinental service (moving to North Platte, Neb., in 48 hours) Southwest points also rate quick hauling. Forest products coming out of the Pacific Northwest on UP can go on the '?LA." a manifest train that makes third morning delivery from Portland to Salt Lake City, fourth morning delivery to Las Vegas and Los Angeles.

In most cases, rates on UP's inland route are competitive with coastwise rates.

Yet another way to increase availability is to raise car capacity. Responding to lumber shipper needs, UP has built 1,000 52'6" boxcars. These cars will accommodate 39 units of 4x8 plywood versus 36 units in standard 50' cars and require less dunnage.

The 39-unit cars also have l4-footwide doors for easy forklift use.

Included in the UP fleet are more than 3,500 standard and bulkhead flatcars for lumber and other building material loading.