SHIPPING MASSACHUSETTS APPLES 25 



Union moves over the Union Belt Railroad which is owned and operated by the 

 V\^abash, Pere INIarquette and the Pennsylvania. 



Shipments moving to the A-Iichigan Central Terminal are carried exclusivelv by 

 the Michigan Central Railroad, a subsidiary of the New York Central. 



Reciprocal switching arrangements (e.xcept between the New York Central and 

 Pennsylvania) exist among the carriers insofar as deliveries to private sidings are 

 concerned. No switching arrangements apply among carriers for delivery to the 

 produce terminals. 



Handling charges are in effect only at the Detroit l^nion Terminal. A fee of Sll 

 per car is charged for unloading. 



The shortest standard all-rail routings to the Detroit Union Produce Terminal 

 on shipments which originate on the Boston and Maine apply for Pennsylvania 

 delivery. A car may move either 



B&M origin: DcS:H:PRRor 

 NH: PRRor 

 NYCAVab. or PM 



On cars that originate Boston and Maine and which are consigned to the Michi" 

 gan Central Produce Terminal a routing that gives either Michigan Central or 

 New York Central delivery may be equally direct. Among the routes over which 

 the shipment might move are: 



B&M origin: NYC:MCRRor 



NYC (E):NYC (Wj 



Routings for cars originating on the New Haven and consigned to the Detroit 

 Union Produce Terminal are as follows: 



NH origin : PRR or B&A:NYC :Wab. or PM 



The time in transit from most points in Massachusetts to Detroit is three days. 

 On differential routings the time is supposed to be twenty-four hours longer. 



Summary of Market Analysis 



It is possible to draw a few general conclusions about the markets. Among them 

 is the desirability of a beginner's adhering to the established channels. It assures 

 him of the minimum amount of difficulty in consigning his shipments. There may 

 be little need to suggest that it is through the organized channels that the trade in 

 general may best become acquainted with a grower's offerings. 



It will be noted that in some markets the produce district is centralized ; in others 

 it is broken up. Some markets have one terminal; others two; a few of the larger 

 have several. The terminals may lie equally well equipped to serve the trade; or 

 one may have auction, commission sales, and storage units and the other only 

 team tracks. 



Storage facilities at the markets have not been considered in detail. The preva- 

 lent current opinion is that storage near the place of production is preferable. It 

 enables the grower to exercise a greater and more satisfactory control over his 

 apples, particularly as to the time of sale. 



The number of railroarls which serve the produce terminals in a market varies. 

 When a grower or shipper has a choice as to which railroad shall be the delivering 



