Word: freight
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...companies had even complained to Washington about the differentials. But the Congressional Joint Economic Committee got wind of the matter in May and tipped off Kennedy. The Congressmen -notably the committee's chairman, Illinois' Senator Paul Douglas-were shocked to learn that, for example, the freight for U.S. steel pipe and tubing outbound to Europe is $42.40 a ton, while the inbound rate is $22.62. Scotch whisky moves to New York at a shipping cost of 840 a case; U.S. bourbon heading in the opposite direction is nicked...
...three times as far from Germany as it is from New York, a German exporter can ship plasticizers to that port for $43 a ton, v. $53.61 for an exporter from New York. The difference in charges is particularly damaging to U.S. exports of cheap, bulky products for which freight makes up much of the final price...
...concede that the rate schedule is "unscientific." But American President Lines Chief George Killion argues that the differentials on the Pacific are justified, because almost six times more cargo goes westward than eastward, and as a result there is hot competition between carriers for the small-scale eastbound Pacific freight. To Senator Douglas, this argument only proves that the conferences are cartels that hike their rates when effective competition is absent...
Firemen & Featherbeds. The railroads want to revoke their 1937 concession to the Firemen's Brotherhood and get rid of the firemen on diesels in freight and yard service. These firemen do no necessary work, the railroads say. Firemen would continue to ride in the cabs of passenger trains to serve as safety lookouts. Some diesel engineers frankly agree that firemen are dispensable. "I don't really need him," says an Ohio engineer, "but he's handy to have around. He gets four hours' sleep and I get four hours' sleep." Another diesel engineer tells...
...station agent's helper. In addition to taking tickets, conductors act as straw bosses while the train is on the road. They are supposed to see that other crewmen are on the job, and that the train moves smoothly enough to avoid discomfort to passengers or damage to freight. Brakemen used to be train-top daredevils who leaped from car to car, setting hand brakes at each stop. Automatic braking equipment has made the job a lot safer, but it has also made brakemen semi-obsolete. They now serve as lookouts at front and rear when the train...