18 MASS. EXPERIMENT STATION BULLETIN 299 



Apple growers In the Shenandoah region have an advantage (ranging from $5 

 to $50 per car) in all the markets under discussion except New York City. 



Terminal Facilities in Potential Markets 



Detailed information concerning terminal facilities was obtained for seven 

 markets. This information was secured through correspondence with various 

 city organizations and by contact with railroad representatives. These cities 

 may be regarded as the best prospective markets for New England apples. The 

 information should be helpful in assisting growers to make more satisfactory 

 shipments to these consuming centers. 



New York 



Among the heavy consuming areas to which Massachusetts growers are shipping 

 and to which they may expect to ship increasing amounts is New York City. 

 Characteristics which tend to make it a favorable consignment point are its capa- 

 city to absorb volume, its relative nearness to local producing areas, the exception- 

 ally good highways which encourage shipping by truck, and the market facilities 

 provided by railroad companies. 



From the viewpoint of adequate facilities for handling rail shipments, this 

 market ranks among the best. There are several produce terminals, all owned 

 by the railroads. The Barclay Street station of the New York Central is the only 

 one in the Washington wholesale and jobbing market district to which Massachu- 

 setts growers may ship under protection of the through rate. Other stations in 

 New York to which a through rate applies from points in Massachusetts are the 

 33d Street terminal for New York Central Railroad delivery of lots originating 

 Boston and Maine or Boston and Albany; pier 29, East River, for lots originating 

 on Central Vermont; and the Bronx Produce House and Pier 37, East River, for 

 shipments originating on the New Haven. 



The principal produce terminals. Pier 20 on the Erie and Pier 27, 28, 29 on the 

 Pennsylvania, do not receive shipments from Massachusetts under the through 

 rate. The additional cost for consigning to these stations is discussed elsewhere. 

 (Table 6, p. 14). 



The choice of stations is dependent primarily on the railroad which serv-es the 

 shipper. Occasionally, if prices warrant, the location of the consignee's place of 

 business may be the factor governing destination. 



It is important to note the necessity of consigning cars to a receiver at a definite 

 point in New York; viz.. Green & Company, Barclay Street, and not just Creen 

 & Company, New York. The following excerpt is from Pennsylvania Railroad 

 Tariff 1426A, Interstate Commerce Commission 940, Page 4, note L 



There are no stations known as New York or Brooklyn and 

 by reference to Rule 2v5 of this tariff you will note car lot traff- 

 ic for which shipping order or Bill of Lading does not show a 

 specific station must be receipted and carded and billed to 

 Greenville Piers or Manhattan P'iers, N. J., permitting proper 

 delivery to be made by the agent in charge. 



This note is of particular application to shipments taking Pennsylvania Rail- 

 road delivery at New York. It emphasizes the need for exercising judgment and 

 care in consigning to this market. 



l^Car must originate Boston and Maine or Boston and Albany. 



