24 MASS. i:XPERIMENT STATION BULLETIN 299 



Cleveland 



Cleveland is well equipped with facilities for handling produce. The trading is 

 probably centered at the Northern Ohio I" oo 1 Terminal (N.O.F.T.) which is made 

 up of a market district, an auction building and team tracks. The trade has its 

 offices in the market district, which is composed of four units. The auction build- 

 ing is adjacent to the district and also to the cold storage warehouse. 



The N.O.F.T. is served e.xclusively by the New York, Chicago and St. Louis 

 (Nickel Plate). This line has, however, entered into switching agreements with 

 the Pennsylvania, the Baltimore and Ohio, the Wheeling and I^ake Erie, and the 

 Erie so that cars may arrive at Cleveland via these carriers and be delivered to the 

 terminal by the New York, Chicago and St. Louis at no extra cost to the shipper. 

 There is no switching agreement between the New York Central and the Nickel 

 Plate. Cars arriving at Cleveland via the New \ork Central can be placed at the 

 N.O.F.T. at an additional charge of vS12.50. 



In addition to the N.O.F.T., the team track facilities of the New York Central 

 are available to shippers of apples. These are located at the Orange Avenue termi- 

 nal of the New York Central, about one-half mile from the central distributing 

 district. 



Under general conditions routings should be combinations which will give New 

 York, Chicago and St. Louis delivery. Because of their reciprocal switching ar- 

 rangements the Pennsylvania, the Baltimore and Ohio, the Erie, or the \\ heeling 

 and Lake Erie maybe substituted for the New York, Chicago and St. Louis. 



Representative routings are as follows: 



B&M origin :D&H -.Erie :NYC&ST.L or NH origin: PRR or B&A:NYC: 



NH:Erie:NYC&ST.Lor NYC&ST.L 



WS:NYC&St.L or 



NYC:NYC&St.L or B&A origin :N\C:NYC&St.L 



D&H:PRRor 

 D&H: P-rie or 

 NH: Erie 



There are no differential routings vhich apply at Cleveland. The standard all- 

 rail routing requires approximately three days for shipments from Massachusetts. 



The Terminal Company does not assess a charge for unloading either at the 

 team tracks or the market district. Since the terminal is not a sales shed, each unit 

 holder is obfiged to truck produce consigned to him to his store for sale. On con- 

 signed cars, commission men charge shippers from S15 to $20 for unloading and 

 trucking the shipment. Insofar as this charge is not fixed, it might be possible 

 for shippers to make more advantageous agreements with the consignee. 



Detroit 



The city of Detroit is well equipped with facilities for handling and distributing 

 produce. It has two modern terminals, owned by railroad companies, through 

 which practically all shippcd-in fruits or vegetables pass. The Detroit Union 

 Produce Terminal was opened by the Wabash in 1929. The Michigan Central 

 Terminal is older but has expanded its facilities to meet the needs of the trade. 

 The plants are about on a parity although the Detroit Union Produce Terminal is 

 the only one having auction facilities. 



Each terminal is served by specific carriers. Traffic consigned to the Detroit 



