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Bi ” A g 54 NM ¥—- ne GGT me GC Gs =, INTERSTATE TRUCKING of Frozen Fruits and Vegetables under Agricultural Exemption BRANCH | Marketing Research Report No. 316 UNITED STATES DEPARTMENT OF AGRICULTURE Marketing Research Division Agricultural Marketing Service in cooperation with the Management Services Division Farmer Cooperative Service PREFACE This study of transportation of frozen fruits and vegetables under the exemption of agricultural commodities from rate and route control by the Interstate Commerce Commission is the second report designed to provide shippers, processors, transportation groups, and others concerned with infor- mation on the effects of the exemption upon the interstate transportation of selected agricultural commodities. The first report is U. S. Department of Agriculture Marketing Research Report 224, March 1958, "Interstate Trucking of Fresh and Frozen Poultry Under Agricultural Exemption."' Both reports are based on studies conducted jointly by the Agricultural Marketing Service and the Farmer Cooperative Service at the request of national farm organizations. In 1956 the Federal courts declared frozen fruits and vegetables to be exempt commodities, as defined by the Motor Carrier Act of 1935, but this exemption status was removed during the second session of the 85th Congress by the passage of the Transportation Act of 1958. This study deals only with the 1955 and 1957 calendar years, which were chosen to reflect conditions - in the frozen fruit and vegetable industry preceding and following the 1956 court decisions. Preliminary data obtained from 78 frozen fruit and vegetable processors interviewed in the study were compiled and submitted to the Interstate and Foreign Committees of the House of Representatives and Senate in March and April 1958. Highlights of the completed study were presented in a paper given at the Annual Meeting of the National Agricultural Cooperative Transportation Committee, of the National Council of Farmer Cooperatives, October 22, 1958. ACKNOWLEDGMENTS The study was made possible through the cooperation of the frozen fruit and vegetable processors and motor carrier operators serving them, who gave freely of their time and made their records available to Department research- ers. Appreciation is expressed to the National Association of Frozen Food Packers for their assistance and advice in planning and carrying out the study; also to the Bureau of the Census for the loan of special photographic equipment used in microfilming the records of the processors. John L. Bass, Transportation Economist, temporarily employed by the Department, and Franklin T. Hepner, Freight Traffic Officer, Agricultural Marketing Service, assisted in the field work. March 1959 For sale by the Superintendent of Documents, U. S. Government Printing Office, Washington 25, D. C. iii reg” era a s1eur | % CONTENTS Summary . Rote © Introduction .. . ee te eas, we AN tes, ee emeTINeed Sey wi 8 Part I - Volume of paiemenes By geographic regions ats Intrastate vs. interstate ............4.. IMM ATICe MUCK s | Gelkn Uae te) gm ok 6 Se wes ee ee a Byetype Of MOCOL *CAErleYr «2.00 6 wk ee ke we Oe He Be Private vs. for-hire REMI aAECH AVG GXCNDGY “uy Goa Gok be el a cw, Al ee ee GS Boe Part II - Market analysis... ue Changes in the distribution ae eraven aades Benge Geeceabies Mileage blocks : Shipments to 37 ales een areas Part III - Processors' amg on use of rail anar ecnck transportation... ie Chief reasons for not using for oe Pence bpanevorearicn , Advantages and disadvantages of different modes of Se Advantages and disadvantages of rail carriers : Advantages and disadvantages of regulated motor carriers Advantages and disadvantages of exempt motor carriers Advantages and disadvantages of processor-owned trucks meer Ley, of for-hire trucks a Buyers' preference for type of motor carrier : ; Use of exempt and dices motor carriers by Length ae haul. .... ee : Establishment BE ered ene. rates by Eee aoe Dacor carrier . Fluctuation of motor carrier rates A : Expected effects of removal of agricultural eeu ian fron frozen fruits and vegetables ... ; Part IV - Evaluation of rail and truck Eeihe miees Part V - Evaluation of motor carrier cargo insurance and equipment : = i By type of for- tees matoe carrier . ; Percentage of frozen fruit and Dereceple. Stans Cargo insurance... : Age and length of equipnene a 8 Amount of insulation in trailers ...........4.. Type of refrigeration . Use of wall racks or strips aw Eiger facts : Part VI - Effects of the agricultural exemption upon mOeoe carriers : : How motor carriers Rear pete eeipetition : RESULALCEWCAGTIOCYTS <5, 6-5. we we eee Fw we Exempt carriers... z este Effect of the Eyoeire eileen Exon on toon deewsions OF aaron carrier operators in purchasing new equipment Appendix ... er (ie Methods used in eteceiae tne Rraeensor= ee mieneds in the study INTERSTATE TRUCKING OF FROZEN FRUITS AND VEGETABLES UNDER AGRICULTURAL EXEMPTION By James R. Snitzler, Transportation and Facilities Branch, Agricultural Marketing Service, and Robert J. Byrne, Trans- portation Branch, Farmer Cooperative Service SUMMARY Since the interstate trucking of frozen fruits and vegetables came under the agricultural exemption in 1956, motor carrier rates have been re- duced and, according to the processors, service has improved. These findings are based on analyses of information gathered from a nationwide survey of 107 frozen fruit and vegetable processors and 55 motor carriers, including both regulated and exempt, which hauled frozen fruits and vegetables. These data reflect the conditions in the frozen fruit and vegetable industry during the calendar years 1955 and 1957 only. These products were transported as exempt commodities in 1957 as a result of court decisions in May and November 1956. During 1955, they moved as nonexempt commodities. Motor carrier rates on frozen fruits and vegetables declined 19 percent following the court decisions. This decline was indicated by a comparison of weighted average rates in effect during 1955 and 1957 from 166 origin points to 12 major markets. Eighty-eight percent of these rate comparisons, representing 94 percent of the total for-hire truck traffic, shows the 1957 rates ranged from 11 to 29 percent lower than the 1955 regulated rates. In contrast, nonexempt rail freight rates on frozen fruits and vegetables cover- ing the same origins and destinations were increased from 6 to 14 percent during July 1, 1955, through July 1, 1957. These increases were part of the general increases in rail freight rates which took place during this period. The 107 processors interviewed shipped 1.3 billion pounds of frozen fruits and vegetables in 1957, equal to 63 percent of the total industry pack for that year; and 1.2 billion pounds, about 67 percent of the total pack, in 1955. Processors in the Mountain and Pacific region originated approximately 60 percent of the total shipments in the study. About the same percentage of the total industry pack originated from this region during 1955 and 1957. Eighty-six percent of the shipments of processors in the study moved in interstate commerce in both 1955 and 1957. Trucks hauled 56 percent of the total interstate shipments of frozen fruits and vegetables in 1957 compared with 53 percent in 1955. During the same period, rail shipments dropped from 47 percent of total interstate shipments to 44 percent. Truck shipments predominated in all origin areas outside of Mountain and Pacific, where rail carriers hauled 69 percent of all interstate shipments in 1957. = 22 For-hire trucks hauled 71 percent of the interstate volume of frozen fruits and vegetables moved by truck in 1957 compared with 65 percent in 1955. In terms of all interstate shipments (rail and truck), for-hire trucks hauled 33 percent in 1955 and 39 percent in 1957. The increase in for-hire trucking was due solely to the exempt motor carrier, since the amount of frozen fruits and vegetables hauled by the regulated motor car- riers in 1957 declined 38 million pounds from their 1955 tonnage. Regulated carriers hauled 71 percent of the interstate for-hire truck shipments of frozen fruits and vegetables in 1957, while exempt truckers hauled the re- maining 29 percent. About 46 percent of the exempt carrier tonnage was de- rived from an overall increase in interstate shipments; 30 percent was ob- tained at the expense of the regulated motor carriers; 20 percent at the expense of buyer-owned truck shipments; and 4 percent at the expense of the rail carriers. The market area for truck shipments of frozen fruits and vegetables in- creased substantially during the 1955-57 period. In 1955, 10 percent of all truck shipments, equal to 39.5 million pounds, moved to markets beyond 1,500 miles, while in 1957 truck shipments to these distant markets totaled 62.5 million pounds, or 13 percent of all truck shipments of frozen fruits and vegetables. The percentage of truck shipments moving to markets within 500 miles of the processors’ plants also increased during the 1955-57 period. Fifty-eight of the 107 processors reported one or more advantages of rail carriers for hauling frozen fruits and vegetables, while 61 reported one or more disadvantages. Two of the advantages mentioned were lower rates on cross-country hauls, and ability to haul larger single-lot shipments. Two disadvantages were slow service and too few pickups and stopoffs. The top 2 advantages of the regulated motor carriers, ranked in terms of number of times reported, were availability of trucking equipment, and greater financial responsibility. The most frequently reported disadvantages were unwillingness to haul 1.t.1. (less than truck lot) shipments, and rates too high. Lower rates, and willingness to haul less than truckload shipments were two of the advantages reported for exempt motor carriers. The need to in- vestigate such carriers more thoroughly before using, and trucks not readily available, were mentioned frequently as disadvantages. The principal advantages of using their own trucks as reported by pro- | cessors were better service on 1.t.1. and short-haul movements; and more | control over equipment. The difficulty in obtaining back-hauls, and the large investment, were reported frequently as disadvantages. About 85 percent of the processors anticipated their business would be affected if the agricultural exemption were removed from frozen fruits and vegetables, with the result that all interstate for-hire truck shipments would have to be made by fully regulated carriers. Processors were informed ae of the possibility that exempt carriers might be granted operating authority in the event the agricultural exemption were removed, but the decision was left to the processor as to the extent that this possibility should be con- sidered in reporting expected effects of the removal of the agricultural exemption from frozen fruits and vegetables. The principal anticipated changes were: Increase the cost of transpor- tation; eliminate service to many small buyers; and shortage of adequate trucking equipment. Comparative data obtained from 55 for-hire motor carriers show that the regulated carriers have greater cargo insurance coverage, and a larger per- centage of mechanically refrigerated trailers; the exempt carriers have newer equipment; and both types of carriers have about the same amount of insulation in their trailers. Twenty of the 36 regulated motor carriers interviewed in the study re- ported their volume of frozen fruit and vegetable traffic had been reduced since the court decisions in 1956; 11 reported an increase; and 5 reported no change. Rate reduction was the most widely used method reported by regulated motor carriers for meeting competition of exempt and private car- riers. This was also the most common method used by the exempt carriers in meeting the competition from regulated and private motor carriers. INTRODUCTION On May 7, 1956, the Federal District Court of the Western District of Washington declared that frozen fruits and vegetables were exempt commod- ities as defined by the Motor Carrier Act of 1935, as amended. Section 203(b) of that Act declares: "Nothing in this part, except the provisions of Section 204 relative to qualifications and maximum hours of service of employees and safety of operation or standards of equipment shall be con- strued to include * * * (6) motor vehicles used in carrying property con- sisting of ordinary livestock, fish (including shell fish), or agricultural (including horticultural) commodities (not including manufactured products thereof), if such motor vehicles are not used in carrying any other property, or passengers, for compensation." 1/ The U. S. Supreme Court affirmed the decision of the lower court on November 5, 1956. The result of these decisions was to confirm the exemption of the interstate motor transportation of frozen fruits and vegetables from econ- omic regulation; that is, control over rates, routes, etc., by the Inter- state Commerce Commission. This study supplies information regarding changes in the volume of shipments and market distribution of frozen fruits and vegetables by geo- graphical regions and by types of carriers associated with the change in 1/ Interstate Commerce Act, Part II, revised, July 9, 1952. any Ae economic regulation. 2/ It also provides information on different phases of service, freight rates, and equipment, which would permit comparisons to be made between regulated and exempt motor carriers with respect to these par- ticular items. Because of the importance of rail carriers in the frozen fruit and vegetable traffic, comparisons of freight rates and service are also made between rail and motor carriers. This is a “before” and "after" study, comparing the conditions in the frozen fruit and vegetable industry for the calendar years preceding and following the 1956 court decisions. Data for the study were obtained through a representative nationwide sample of 124 frozen fruit and vegetable processors, who ship in interstate commerce. Personal interviews were conducted during December 1957-April 1958. 3/ Complete questionnaires were obtained from 107 of the processors, located in 23 States. The types of carriers for which volume of shipments and other informa- tion are supplied by processors include both rail and truck, with the latter sub-divided as (a) truck operated by processors, (b) buyer-owned trucks, 4/ and (c) for-hire trucks. The for-hire motor carriers are further subdivided as "regulated" and "exempt." 5/ All for-hire carriers of frozen fruits and vegetables were regulated in 1955, and for the purpose of this study, these carriers are classified as regulated carriers in both 1955 and 1957. There were no exempt motor carriers hauling frozen fruits and vegetables in 1955. Those classified as exempt in 1957 include truckers who previously hauled such exempt commodities as fresh poultry or fresh fruits and vegetables, or newly organized truckers who entered the transportation business in order to haul frozen fruits and vegetables. During interviews with the processors, names of for-hire motor carriers, both regulated and exempt, which hauled frozen fruits and vegetables for the 2/ The commodities covered in this study are frozen fruits (including berries) and frozen vegetables, but not including frozen concentrates. 3/ See Appendix 1 for the procedure used in selection of the sample. 4/ Buyer-owned trucks are vehicles owned by the buyer and used by him for hauling frozen fruits and vegetables from the processors' plants to his own establishment. 5/ Exempt carriers are those which transport exempt commodities only. As such, while subject to rules and regulations of the ICC with regard to safety and hours of service of drivers, they are not subject to any other form of control by the Commission, such as that relating to entry, routes, and rates. Exempt carriers should not be confused with private carriers; that is, processors or receivers who use their own (or leased) vehicles to move their own frozen fruits and vegetables. Regulated carriers are those holding authority from the ICC for the transportation of other than exempt commodities. They may also transport exempt commodities and, in doing so, are not subject to economic regulation by the ICC as to those commodities, as long as no nonexempt commodities are moved in the same truck at the same time. Re ce particular processors, were obtained. A total of 65 of these motor carrier operators was interviewed in the various production areas and all but 10 provided information. With but few exceptions (which will be noted), all information con- tained in this study was obtained through the field survey. The replies to all questions asked in the interviews or in the mail questionnaire have been analyzed and are summarized in this report. The production of the principal frozen foods in 1957 totaled over 5 billion pounds (table 1). This represents an increase of 22 percent over 1955. Table 1.--Commercial production of principal frozen foods, 1955 and 1957 : 1955 : 1957 Type of frozen food : Production: Percentage: Production: Percentage : of total : : of total : Million Percent : Million Percent pounds : pounds Fruits (including berries) : 660 15.9 : 671 13.3 Wegetables.. 6.6. ceccevces : 1,140 27.5 ; 1,365 27.0 BNCES aie er es ate csSvele oh wig ed weve : 250 6.0 : 420 8.3 LEO CLIL &) A ee : 550 13.3 : 630 12.5 Seafood........ mies ar aie m6 aaatal os 315 7.6 ¢ 314 6.2 CONCENETACES...cccsesesens 850 20.5 : 927 18.3 Prepared foods.........00- : 383 Raz : 730 14.4 TOCALS 6.056% Satie see, 2 4,848 100.0 : 5,057 100.0 Source: National Association of Frozen Food Packers, Washington, D. C. During the same period, production of frozen fruits and vegetables in- creased 13 percent, from 1,800 million pounds, to 2,036 million pounds. The first of the major frozen food groups to undergo rapid expansion--frozen fruits and vegetables--is now lagging behind the expansion rate for the en- tire frozen food industry. 6/ 6/ "The Outlook for Frozen Foods,” The Marketing and Transportation Situation, U. S. Dept. of Agr., pp. 17-43, October 1956. ant The National Association of Frozen Food Packers estimates that 400 to 425 packers located in about 38 States are engaged in the commercial freezing of fruits and vegetables. 7/ Strawberries and cherries made up 59 percent of the frozen fruit and berry pack in 1957, 8/ while green peas, potato products, green and wax beans, cut corn, and spinach accounted for 63 percent of the 1957 frozen vegetable pack. 9/ Approximately 1.3 billion pounds of frozen fruits and vegetables were shipped in 1957 by the 107 firms interviewed in the study. This represents 63 percent of the industry's production for that year. These same firms shipped 1.2 billion pounds in 1955, about 67 percent of the total pack. PART I - VOLUME OF SHIPMENTS By Geographic Regions Shipments of frozen fruits and vegetables reported by the 107 processors in the study increased 6 percent over the 2-year period 1955-57 (table 2). All regions, with the exception of South Atlantic, show increases ranging from approximately 5 to 21 percent. 10/ The South Atlantic region, on the other hand, shows a reduction for 1957 of about 4 percent, or 5 million pounds in volume shipped. The East and West South Central, the smallest of the 5 regions in terms of volume, registered the greatest percentage increase. Percentagewise, its growth was about 3% times the average for the 5 regions combined. The Mountain and Pacific region is by far the largest producer of frozen fruits and vegetables in the United States. In both 1955 and 1957, its volume was greater than the combined total of the other 4 regions. Most of the production of this region is concentrated in 3 States--California, Oregon, and Washington. 7/ Information obtained by telephone from E. J. Webster, Jr., Administra- tive Assistant, National Association of Frozen Food Packers, Sept. 15, 1958. 8/ Further reference to frozen fruits in the report will be understood to include frozen berries. 9/ The National Association of Frozen Food Packers, Frozen Food Pack Statistics 1957, Part I - Fruit; Part 2 - Vegetables, March 31, 1958. 10/ States included in regions are: New England and Middle Atlantic: Maine, New York, New Jersey, and Pennsylvania. East and West North Central; Ohio, Illinois, Michigan, Wis- consin, Minnesota, and Missouri. South Atlantic: Delaware, Maryland, Virginia, Georgia, and Florida. East and West South Central: Tennessee, Arkansas, Louisiana, and Oklahoma. Mountain and Pacific: Colorado, California, Oregon, and Washington. a7 = Table 2.--Shipments of frozen fruits and vegetables by regions, 1955 and 1957 1/ : pee ; Pad :Percentage of Region 2/ : :Percent-: :Percent-: change : AWOUnE : age of : MOUnE : age of :1957 over 1955 pe UaPRes ; total : tame total 1,000 ° * 1,000 . pounds ‘Percent ‘ pounds ‘Percent ; Percent New England and Middle Atlantic . . =<: 152,398 : 12.6 + 172,000 - 13.4 : 13.0 East and West North ° : ° : : Central... .. > 143,869 : 11.8 : 161,381 : 12.5 : 12.2 South Atlantic .. : 150,148 : 12.4 ; 144,801 : 11.3 : -3.6 East and West South : : : : : Central... .. ; 31,505 : 220-63 38,242 : 3.02 x2 21.4 Mountain and Pacific :; 734,858 : 60.6 : 769,781 : 59.8 : 4.8 Total ...... :1,212,778 : 100.0 :1,286,405 : 100.0 :; 6.1 1/ Shipments of 107 frozen fruit and vegetable processors. 2/ States included in regions are: New England and Middle Atlantic: Maine, New York, New Jersey and Pennsylvania East and West North Central: Ohio, Illinois, Michigan, Wisconsin, Minnesota, and Missouri South Atlantic: Delaware, Maryland, Virginia, Georgia, and Florida East and West South Central: Tennessee, Arkansas, Louisiana, and Oklahoma Mountain and Pacific: Colorado, California, Oregon, and Washington Site With the exception of the South Atlantic region, the relative positions of the 5 regions have remained unchanged over the 2-year period. The South Atlantic area, however, dropped from a ranking of the third largest shipping area in 1955 to that of the fourth largest in 1957. Its former position was taken over by the North Central region. But as shown in table 2, these 2 shipping areas and New England-Middle Atlantic are quite comparable in volume shipped. This was especially true in 1955, although by 1957 the gap had begun to widen between South Atlantic, then the smallest of the 3 regions, and New England and Middle Atlantic, the largest of the 3. A comparison of volume of frozen fruits and vegetables shipped by pro- cessors in the study with that of total United States pack is shown in table 3. Data for the latter were obtained by the National Association of Frozen Food Packers from slightly over 400 frozen fruit and vegetable packers who process such commodities. 11/ Table 3 reveals that on a regional basis, shipment data in the study are highly representative of total United States frozen food production. The greatest difference in 1955 between the sample data and total production is shown for the East and South. But this difference of 3.2 percent was re- duced to 0.4 percent in 1957. Similarly, for the 2 remaining regions, dif- ferences were reduced in 1957. Intrastate vs. Interstate The percentage of total shipments of frozen fruits and vegetables mov- ing in interstate commerce as compared with intrastate has remained rela- tively stable in 1955 and 1957. 11/ The following States were included in the regional breakdown of the National Association of Frozen Food Packers: Frozen Vegetables - East and South: Ala., Ark., Conn., Del., Fla., Ga., Ky., La., Maine, > Md., Mass., Miss., Mo., N. J., N. Y., N. C., Okla., Pa., Tenn., Tex., and Va. ; Midwest: Ill., Ind., Mich., Minn., Nebr., N. D., Ohio, and Wis. West: Calif., Colo., Ida., Mont., Oreg., Utah, Wash., and Wyo. Frozen Fruits - Northeast; Conn., Maine, Mass., N. J., N. Y., Pa., and R. IL. South; Ala., Ark., Del., Fla., Ga., Ky., La., Md., Miss., Mo., N. C., Okla., S. C., Tenn., Tex., Va., and W. Va. Midwest: Ill., Ind., Mich., Minn., Nebr., Ohio, and Wis. West: Ariz., Calif., Colo., Ida., Mont., Oreg., Utah, and Wash. DTJToBVg pue uTeJUNOW 3389M [@1IQUSD YIION 389M pue ASeg > ISOMPTW [e1rquse) yanos 38am pue jJseq pue ‘SdTQJUBTIV YWNOS ‘fOTIURTIV STPPIWN pue pueTsuq MeN :YINOS pues Ase :SMOT[OJ se aie suostiedwos TeuoTse1 esaul, ‘saean3ty uotjoOnporzd [euotjIeu sy} AOF pesn aesoy} 0} pepuodsa1z109 Apeeite Apnyjs oy} ut suotgex1 Bututewel Z sul ‘Apnys sy} ut suot8er ¢ ay Jo ¢ BuTUTqUOS Aq oTqtssod apew aiem yoed *S *N [e302 |aYy2 pue Apnjs ay} UT SWATF /OT 242 UeeMJ0q SUOSTIedWOD [eUOTSey /Z "SS6T “TE Yorn ‘satqeqeseq *Z Jaeq pue “SztnNIg “T aed */CG6T SOTISTIEIS Yoed pooy Uuaezoigq ‘sxeyoeg pooy usezo1gq jo UOTIBTIOSSY TBUCTIEN WOLF poeuTeqyqo 919M ‘/CET pue Cc6T ‘SYded saqeqIS peItuN [eI0} ey IOZ BIeq /T 0°00T 260‘9€0°Z O°OOT 907°987°T: O°OOT €8%°66Z°T O0°OOT SLL°7IZST? 2° °° TeIOL L°6S c89o°SIzZ°T 8°6S T8Z°69L = T°S8s 086°SHO'T 9°09 e68°veL = °° * * «389M €°71 8LL°0SZ 9°ZI TS8e‘T9T = ZIT 716 ‘002 6°11 698°EVT = ° ° ° 3SeMpTW 0°82 7£9°69¢ 9°17 yy7*Sce = L°OE€ 67S ‘°7SS 6°12 TSO‘veEE > YINOS pue Jseg 3U99 Tog spunod qUsNI9d spunod : qusdieg spunod JUDIINg spunod : 000‘ T ooocT 000‘ T 000‘ T Te309 : yoe > = Te303 :Apnjs 9ayj ut: TeI07 ye [2303 :Apnjs oy ut Jo o3e : °§ ‘NM : Jo a8e : Ss1osseds01d : Jo o8e : °Sg ‘NM : Fo 93e : Siossadoid -qusdIeg: [BIO] %-Quacozeg:Aq squewdtys:-queorzsg: TeIO], ‘*-queozseg:Aq sjuemdtys: L£S6T : GS6T : /Z uorzey /T LS6T pue cc6lt ‘yoed saqevag peatuN TeI07 eYy3 YITM Apnis e243 UT Siosses0id Aq soTqejaseA pus szZTNAZ uezo1z Fo sjueumdtys Jo suostiedwod [euoTsey--"¢ sTqeL ra oar In 1955, interstate shipments from processors’ plants in the study equaled 85.9 percent of the total, while in 1957 they increased slightly to 86.2 percent (table 4). At the same time, intrastate shipments declined from 14.1 percent to 13.8 percent. The volume of interstate shipments of frozen fruits and vegetables has increased 6.4 percent in 1957 over 1955. This compares with a 3.8 percent increase in intrastate shipments, and a 6.1 per- cent increase in total shipments during the same period. Processors increased their percentage of interstate shipments relative to intrastate in 4 of the 5 regions listed in table 4. The greatest gain was registered by the East and West North Central region. Here the percent- age of interstate shipments rose from 84.1 to 86.9 percent. In contrast, interstate shipments originating from the New England and Middle Atlantic area declined from 81.5 in 1955 to 77.0 in 1957. But even in this latter case, the region registered an actual increase in interstate shipments of approximately 8.3 million pounds. Rail and Truck Truck shipments of frozen fruits and vegetables moving in interstate commerce increased 13 percent (1957 over 1955) from 547.4 million pounds to 619.7 million pounds. Interstate rail shipments for the same period de- clined about 1 percent, from 493.9 million pounds to 488.7 million pounds (table 5). The net result is a boost in the truck percentage of total ship- ments from 53 percent in 1955 to 56 percent in 1957. Conversely, rail ship- ments dropped from 47 percent of total shipments to 44 percent. Interstate truck shipments increased in 1957, ranging from a low of 2 percent in the South Atlantic to a high of 28 percent in the Mountain and Pacific region. In contrast, rail shipments declined in 3 of the 5 regions during this period. The greatest decline, almost 50 percent, took place in the South Atlantic region. The increases in the 2 remaining regions were of sufficient size, however, to largely offset these declines. The net result was that total rail shipments declined only 1 percent in 1957 compared with 1955. Since the agricultural exemption clause of the Motor Carrier Act of 1935 is applicable only to commodities moving in interstate commerce, data on frozen fruits and vegetables shown in tables 5 through 7 include only the interstate shipments of these commodities as reported by the processors interviewed. 12/ It has been previously shown that approximately 86 percent of all shipments of frozen fruits and vegetables moved in interstate commerce in 1955 and 1957. Processors indicated that most of the intrastate movement of frozen fruits and vegetables was by truck, 12/ This study does not cake into account agricultural exemptions which may be in force in the various States. ll *siossao01d a[qeqe8eA pue JYINIF usezo1Z /OT Jo squewdtys /T 7°98 S8E°8OTST 8°ET LT0‘8LT . 6°S8 Loz‘tvO'T T'4vt COS ELT 4° VC Vee ber L°98 Gzz 199 €°€T 96S°ZOT . 0°98 790°ZE9 O° #T v6L°2OT .° °° °° OTFTORd A i pue utejUuNOW Z°16 798° 8°8 gle‘e , 1°06 96€ ‘82 6°6 601'E .° * TeI3QUeD YINOS . : qsoM pue 4seg Z°76 OTS ‘€€T g°l T6z‘TT , €°06 ETS ‘SET L°6 SE9‘HT ,° * OTQUBTIV YINOS 6°98 ‘8T‘OhT = TET L611 9, 18 966°07T 6°ST yL8°7Z ,* *«TB1QUED YIION A : 389M pue 4seg O°LL S09 ‘ZET 0°EZ G6S°6€ . S‘T8 8LZ°HZT SST OZT'8Z , TIUeTIV PTPPTW . , pue pue[suq MeN qusdI98g spunod quds019g spunod ; quesdi18g Spunod qUds9D190g spunod 000° T O00.T . 000*T 000*T , TeI03 : > [e707 : > [e307 : * [Te 7OQ : : Teuotsez: :TBeuoTZe1: :TeuoTsge1: : TBuOTsaI: : jo ese so2eseteaul, jo o3e cove Serge jo 33e -osbtSte2Ul. jo a3e sO 7EISEAIUT uotsoy -quUddI0qg: > -qUdDIEg: *=-qJUdDIEg: = USsDIOg: : Sjuemdtys /C6T SjuswMdTYs CC6T /T LS6T PUR Sc6T ‘suotgse1 Aq satqezesea pue SJINIF usZ0IZ Jo Squsudtys sjejsxzaquT pue sjeqzseljzUl--"y 9TqBL *szossec0id a[qejesaA pue YINIFZ uezo1z /OT JO squeudtus /T eo co ° ° 000‘T 000‘T [e702 : 000‘T : 000‘T 2 [e309 : te EER ORs SS6T 1940 /S6T:teuot8e1:paddtyus : nadie > yo o8e > junouy : jo edge JO 9 BIUSIT98E: _suaoreg: *-JUs9DI0g yonalL [teu : €T : eee 9¢ 80L°6T9 : vy 089887 : €S 68E°LHS : LY LS8‘*€6¥ * [BIOL 82 Ges: T€ £06 802 : 69 LTE 8Sy + 92 cT8 Z9T : VL 6472 697 > ° * * OTFTIed : : : : : pue utTezunoy (x6 9€ = €6 scy°ze : l 607%: 76 Sz9°9z : 9 TZL°T + TerQUeD YANOS : : : : > «6 80M pue Jseg Zz 8y- : 46 LLt‘62T : € VETS 76 767°LZT : 9 1Z7‘8 : )«- DTAUeTIV YINOS 6 ig 2 98 LzS‘OZT : yT £59°6T : 16 80S‘OTT : 6 L87°OT : TerqUeD YIION : : ‘ : s 389M pue 4Sseyg £ Ace £6 ZS ‘8ZT : € €90°% a L6 67T‘OZT : c 671°% ;OTIUeTIV PTPPIW : : : ° : pue pueTsuq Men 39g °° 00 : queacieg Sspunod ; Jueacieg spunod : Judc1eqg spunod : queacieg spunod : [#703 : Teuotzezr:peddtys :Teuort8ex7:paddtys :Teuotge1: paddtys Qunouy : Jo e8e : qunowy : Jo 33e : 4unouy ee eo uoTt33y ee ee 2-quecdieg: -ua01eq: ° » e LS6T : GS6T ee © ee ce /T LS6T pue SS6T ‘suot8ez Aq aozeum0s BIVISAVAUT UT BUTAOUW SaTqeyssea pue SAINAJZ usezorz FO yon} pue [ter Aq sjuseuwdtys--"¢ s{qeL ae ec wi In both 1955 and 1957, truck shipments of frozen fruits and vegetables predominated in all origin areas except for the Mountain and Pacific region where rail carriers hauled 69 percent of all shipments in 1957. This repre- sents a very substantial tonnage because about 60 percent of all frozen fruits and vegetables originate in this area. Over 90 percent of all rail shipments originated in the Mountain and Pacific region in 1955 and 1957, mainly because most of the traffic involves long-haul transportation. Some shippers from this region have stated that for-hire trucks are not available for many of the movements east of Chicago. Others have indicated that even when trucks are available, the railroads give better service. Still others have indicated that rail rates on large carlots are lower than on truckloads, and that mechanically refrigerated rail cars are superior to refrigerated trucks. 13/ But despite these reported advantages of the rail carrier, interstate truck shipments of frozen fruits and vegetables originating in this area rose from 26 percent of the 1955 total to 31 percent of the 1957 total. Shippers indicated improved service factors were the principal causes of this increase. Motor carriers also increased their share of the frozen fruit and vegetable traffic originating in the South Atlantic region. In 2 of the 3 remaining regions, the truck share of the total traffic declined relative to rail. The increase in the percentage of rail shipments from the East and West North Central region is especially pronounced. By Type of Motor Carrier Private vs. For-Hire Seventy-one percent of all interstate truck shipments of frozen fruits and vegetables was hauled by for-hire motor carriers in 1957 (table 6). This compares with 65 percent in 1955 and represents an increase of approximately 89 million pounds. For-hire truck shipments equaled 39 percent of total interstate shipments (rail and truck) in 1957, and 33 percent in 1955. Percentage increases in for-hire truck shipments occurred in all regions. In 3 regions the increase was as much as 35 percent or more. The tonnage hauled in trucks operated by the processor was also greater in 1957 than in 1955. This increase was about 13 million pounds, or 11 per- cent, and was reported by processors from 3 regions--New England and Middle Atlantic and North and South Central. Most of the increase occurred in shipments originating from the North Central region. Shipments in buyer-owned trucks declined from 12 percent of total inter- state truck shipments in 1955 to 7 percent in 1957. This represented an 13/ Processors' opinions on the advantages and disadvantages of rail carriers are shown in table 18, p. 33. pue CS6T ut spunod gosg‘oog’6 ButtTe303 sjuewdtys yon sepnytoxg *‘JaTAIeVO IoOJOW Fo adj Vy OF Se ATqeTTeAe JOU SeM UOTJeUIOFUT asnedeq ‘/CcK6T ut spunod gg¢E‘ggE‘rH *siossao0id o[qej}e30A pue JINAIF uszo1rz /OT Jo Squowdtys /T 92 iG= Tet tL Cyl ley sa ok evl’t > 7% SSR°SET ? $9 LIEBE > ZT esi°49! €%2 clO°¢zZt > °° ¢ © *TeIOL Se £9 (acy 96 767° /6T * € g86‘o : T LEt Ss : 96 GLS 9¥7T : 6 Ts9 € : é 8S € : "8 * oTFTIed : ° : ° : : : pue ute junoW LY = GS : €9 99€'0@ = - = 5 iG) S6S6 TL en) 6S 898 Gl. P= 28S 9fET = €% O2@H°TT + TerqUaD YINOS £ : : : : : : 359m pue 4Seq 6 7€- 8- : LL 86°66 = L €se‘6 = OT vlv'02 + ZL O16'06 * TT sez*7T = LT ovyTf@@ tO QUeTIY YINOS 0” 64- os -- “¢G Té7*e9 = LT Tyo‘TZ + 9% 912°T€ + wy Lol*8y * LE €146°07v * 61 64L°0@ * Tet,UeD YIION : : : 9 : : ci 359M pue 4Sseg 8 9T- 8 : Ty gesfts : ¢ Tee'9 : 4S 686569 : OF 802°8h : 9 ocs*‘£ : S$ TIh679 : OTIUBTIV STPPTW : : : : : : : pue pueT3uq MON "304 “19g "190d : ‘30g spunod : ‘30g = Spunod : °30q spunod : ‘Jd spunod : DE Te ee} spunod : ‘30g spunod : 000‘T : 000‘T : O00‘T : 000‘T : 000‘T : 000‘T ; : > peye : e307 : : [eq0R : > [BQ0R : > [eqoR : > [eq03 : > [e307 : aitTy: peumo:-1zado :,Teuot3e1: poeddtys: Teuot3e1: poddtys: [euot3ez : paddtys : Teuot3e1: peddtys : Teuotse1: poddtys: Teuotse1: poddrys: -1og:-zaAng:10sse0: Jo a3e : junowy: Jo o8e : Qunowy: Jo a3e : Junowy: Jo e8e : junowy: Fo a3e : Junowy: Jo 93e : Junouy: ' $-o%g %-9uUI0I0g: t-qus010qg: t-quecd10g: t-quec1eg: $-quecleg: t-jus010qg: : yonzy jo odky fq : 4 syonizq ITOSSo001 Cie : syoni3 : dtossao00r Cit uot3ey GS61T 2040 /G6T : : peumo-1aXkng :peayertedo syoniy : 3 poumo-1ehng :pajzetado syoniy : asueyo : aITYy-10gq R a aeATIg : eITy-10g E aqeATIg Hy Jo o8eque010g «: AaTIIeED 10OJOW Jo a ZTatiieo 10jz0wW yo odéyT : LS61 SS6T /T LS6T pue So6T ‘4eTAIeD AOJOW Jo adkj fq pue suoTge1 kq seTqujasea puke SIINAZ uezorz Jo squoudtys oe}3e IsIOqUI--"9 BTqQeL SS overall decline of approximately 25 million pounds, or 37 percent, and was attributable to rather substantial decreases in 4 of the 5 regions. The North Central region accounted for approximately 80 percent of this decline. The for-hire trucking industry is meeting very strong competition from the railroads in the Mountain and Pacific region. Despite the substantial increase in for-hire truck shipments originating from that region in 1957, the railroads still hauled 70 percent of all interstate shipments moving from Mountain and Pacific in 1957. The major competition for for-hire trucks in the New England and Middle Atlantic region is provided by trucks operated by the processor. These trucks also exercise a relatively strong competitive influence in the 3 remaining regions. In 1957, the percentage of all truck shipments hauled by the pro- cessors' own trucks ranged from 16 percent in South Atlantic to 37 percent in East and West South Central. Regulated vs. Exempt Regulated motor carriers hauled 310 million pounds, equivalent to 71 percent of the total for-hire truck shipments of frozen fruits and vege- tables transported in interstate commerce in 1957 (table 7). The remaining 29 percent (127 million pounds) was hauled by exempt carriers. But in rela- tion to total rail and truck shipments of frozen fruits and vegetables moved in interstate commerce in 1957, regulated motor carriers accounted for 28 percent; exempt carriers, 11 percent. The amount hauled by the regulated carriers in 1957 represents a re- duction of 38 million pounds from their 1955 tonnage. In contrast, the 1957 tonnage of the exempt carriers is all new tonnage for such carriers, since these carriers were not hauling frozen fruits and vegetables for-hire prior to the court decisions of 1956. During the same period in which the exempt carrier tonnage was building up to 127 million pounds, total interstate shipments from the 107 processors increased by 67 million pounds; and shipments in trucks operated by the processors increased 13 million pounds. In contrast, shipments by regulated motor carriers declined 38 million pounds; buyer-owned truck shipments by 25 million pounds; and rail shipments, 5 million pounds. Ninety-one of the 107 processors in the study used regulated motor car- riers to some extent in marketing their frozen fruits and vegetables in 1957, while 71 used exempt carriers. Approximately three-fourths of the exempt carrier tonnage originated in the 4 producing regions which, for the most part, lie east of the Mississ- ippi River. Of these 4 regions, the East and West South Central region is the only one in which the tonnage of the exempt carriers was greater than that rat ee Table 7.--Interstate shipments of frozen fruits and vegetables by regions and by type of for-hire motor carrier, 1957 1/ : Type of for-hire motor carrier - Total : : Region : ‘regulated ; Regulated : Exempt :__and exempt : : : : : Percent-: : Percent- ? Amount : Amount : age of : Amount : age of shipped : shipped : regional: shipped : regional 3 total =: : total 1,000 =. 1000 > 1,000 pounds * pounds Percent * pounds Percent New England and : : : Middle Atlantic ... : 51,828 : 30,504 59 : 21,324 41 East North Central and : : West North Central . : 68,271 : 44,104 65 : 24,167 35 South Atlantic ....: 99,383 : 59,596 60 + 39,787 40 East South Central and : : : West South Central . : 20 , 366 3 8,291 41 : 12,074 59 Mountain and Pacific . :_ 197,294 : 167,775 85 eee Pe) 15 Total ....... : 437,142 ; 310,270 71 =: 126,871 29 1/ Shipments of 107 frozen fruit and vegetable processors. of the regulated. However, in each of the 3 remaining regions, exempt car- riers hauled 35 percent or more of the total for-hire truck shipments. Thus they were strong competitors in these areas, even though the regulated motor carriers still held the edge. Exempt carriers are relatively insignificant for shipments originating in the Mountain and Pacific region. Their share of the frozen fruit and vegetable traffic originating in this region in 1957 amounted to only 15 per- cent of all for-hire truck shipments, and 4 percent of total interstate truck shipments. But from the standpoint of the exempt carriers, the volume from this area was important since it amounted to about 25 percent of their total volume of frozen fruits and vegetables. In fact, this exempt carrier traffic was exceeded only by the amount hauled from the South Atlantic region. = ty PART II - MARKET ANALYSIS Changes in the Distribution of Frozen Fruits and Vegetables Mileage Blocks Long-haul truck shipments of frozen fruits and vegetables increased sub- stantially during the period 1955-57. In 1955, trucks hauled 39.5 million pounds, equal to 10 percent of all truck shipments of these commodities, to destinations beyond 1,500 miles (table 8). But in 1957, truck shipments moving to markets beyond 1,500 miles totaled 62.5 million pounds, or 13 per- cent of all truck shipments of frozen fruits and vegetables. In contrast, the percentage of rail shipments moving comparable distances during the 1955-57 period remained unchanged. Thus, rail shipments of frozen fruits and vegetables moving more than 1,500 miles equaled 86 percent of all rail ship- ments in both 1955 and 1957. The increase in long-haul truck transportation is due primarily to in- creased shipments from the Mountain and Pacific area (table 9). In 1955, 38.6 million pounds, or 32 percent of all truck shipments originating in this region moved to markets beyond 1,500 miles. By 1957, 58.5 million pounds, or 38 percent of the total truck shipments were moving to markets in this mileage distribution. Of the 4 remaining regions, only the East and West South Central showed any quantity movement by truck in the more distant mileage blocks; that is, beyond 1,500 miles (table 10). About 8 percent of this region's truck shipments in 1957 moved to markets located from 2,001 to 2,500 miles from the processors' plants. Short-haul movements by truck also increased during this period. In 1955, 53 percent of the total volume of truck shipments moved to markets within 500 miles of the processors' plants, while in 1957, 61 percent was so marketed. This increase was due almost entirely to shipments originating in the New England and Middle Atlantic region (table 11). Fifty-two percent of the truck shipments in this region fell within distances of 1 to 500 miles in 1955, whereas in 1957, 79 percent came within this mileage distribution. The percentage of shipments in these mileage blocks originating from the other major producing regions were: East and West North Central, 70.8 per- cent in 1955, 57.6 percent in 1957 (table 12); South Atlantic, 70.2 percent in 1955; 68.2 percent in 1957 (table 13); East and West South Central, 35.9 percent in 1955; 32.3 percent in 1957 (table 10); and Mountain and Pacific, 40.5 percent in 1955, and 40.8 percent in 1957. During the same period, medium-haul movements by truck declined. These are shipments from distances of 501 to 1,500 miles. Thirty-six percent of the truck shipments of frozen fruits and vegetables fell within these mileage blocks in 1955; in 1957, only 26 percent. 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The 37 major trading areas are shown in figure 1. These areas were derived from the 65 major trading areas defined in the Rand McNally Commercial Atlas and Marketing Guide. In those instances where ship- ments were relatively light, the trading areas were consolidated. The market data were furnished by 73 of the 107 processors. It represents 55 percent of the total volume of shipments by the 107 processors in 1955, and 60 percent of these processors' total volume in 1957. For the most part, the data were obtained from a representative sampling of shipping documents. In a few instances, however, small processors shipping to fewer than 5 markets furnished estimates of the distribution of shipments among the markets. Rail and Truck Truck shipments of frozen fruits and vegetables to 37 major trading areas increased 23 percent during 1955-57. This compares with an increase of 7 percent in rail shipments for the same period. As a result, the rail share of the total traffic declined from 43 percent in 1955 to 39 percent in 1957 (table 14). Conversely, the truck share rose from 57 percent to 61 percent during this period. Greater increases in truck shipments relative to rail occurred in 21 of the 37 trading areas. The greatest relative increases were registered in 3 widely dispersed areas. These included the Little Rock- Memphis-Shreveport trading area, and the Philadelphia and Seattle-Spokane trading areas. Trucks hauled 50 percent or more of the total volume of frozen fruits and vegetables shipped to 29 of the 37 trading areas in 1955, but to only 27 areas in 1957. The percentage of truck shipments ranged from 31 per- cent to 97 percent of the total traffic volume at all 37 trading areas in 1955, and from 30 percent to 100 percent in 1957. In contrast, rail shipments to these trading areas ranged from 3 percent to 69 percent in 1955, and from 1 percent to 70 percent in 1957. Ninety-seven percent of these rail shipments originated from the Moun- tain and Pacific region in 1955; in 1957 this percentage had risen to 98 per- cent (table 15). 14/ In contrast, only about 32 percent of the total truck shipments originated from this region in 1955 and 1957. Slightly over one- third of the total volume of truck shipments to the 37 trading areas was made by processors from the New England and Middle Atlantic region. The South Atlantic region accounted for 21 percent of the truck volume in 1957, while the North Central and South Central regions combined accounted for about 11 percent of the 1957 truck volume. 14/ See appencix table 51 for detailed shipment data by trading area, mode of transport, and geographic region. 25 T emnbty JOIAM3S ONILSNYVW TWEeNLINDYESY (21) BS-2E89 ‘93N SYyNLINIIOV 4O LN3WLYVd30 S/N Pauiqwoo a1aM Soaso Bulpos A//ONIW Puoy ay{ Jo as0ow 10 2 “YYbI AJAAI{O/as A4AM $A/GOJabAA PUD SJINJJ UAZOL JO SJUaWAIYS BIDYM ‘9G6/ ‘UOIsIPFZ joluuajuaD ‘aping Buijaysow Puo SO/{y jolgsaWWOD AI/ONIW PUoY pasybIshdo2 ay4 ul pauyap so soaso bulpos{ sOfow G9 “OdN pasog aso soaso Bulpos ZE ays JO SalsOpuN0Gg AYL %X% INvIN OINOLNY NYS -NOLSNOH vdWoL -FTMANOSHIV? - alia 14403 =F o¢yg 77-077/4 "NT HYNNVAYS LYOdINIYHS-SIHANIM -VLNY TLV “WIOY FTL 117 VSTNL-ALID YWOHY THO ANION -¥ IAN 79 VLIHDIM-all2 SUSNYH SINOT 1S OLNINW vi40Id-O9VIIHI Eee SS Aan o1v33ng suave ang AL/P XNOIS-SINIOW SIO ALID FAVT LIS ; s \f104199 Jf, -SINITIA ; jsovts’ pinyin ya" ae AN YY HINTING - Wd 18 - $170d0INNIM ONY 1140 307 (95508 STTGVLIDIA GNV SLINUI NIZOU YOI + SVIUV ONIGVEL YOLVW NIAIS-ALUIHL SYS Table 14.--Shipments of frozen fruits and vegetables by rail and truck to 37 major trading areas, 1955 and 1957 1/ Destinations by trading areas Albany-Syracuse . Amarillo-El Paso Atlanta-Savannah Baltimore . Billings-Salt Lake City Birmingham-New Orleans Boston-Providence . Buffalo... Charleston- epietsburen : Charlotte . sen oS Chicago-Peoria 5 Cincinnati-Columbus . . Cleveland-Toledo Denver-Phoenix Des Moines-Sioux City . Detroit-Grand Rapids Ft. Worth-Dallas Houston-San Antonio . Indianapolis-Evansville- ; Louisville . Jacksonville-Tampa Kansas City-Wichita . Little Rock-Memphis- Shreveport . cei. Los Angeles . Miami . Milwaukee . e ; Minneapolis-St. Paul - Duluth . : : Nashville- enorvelie : New York Norfolk- Richmond: Oklahoma Sle -Tulsa . Omaha . 4 apy se Philadelphia Portland St. Louis . San Francisco- ac zaniente 7 Seattle-Spokane . Washington, D. C. Total . Rail i Amount * shipped’ : 1,000 : pounds 3,983 1,618 7,308 3,916 483 6,021 20,610 5,418 6,316 2/284 ,785 : Percent > age of : :trading : area : total Percent 0 45 40 32 19 43 43 1955 : Truck Rail -: :Percent-: Amount : shipped’ aves : total : 1,000 pound Percent 5,880 0 2,004 55 10,820 60 8,136 68 2,004 81 8,074 57 9,192 31 6,896 56 9,012 59 3/382,581 57 > age of : :trading : Amount shipped’ 1,000 pounds : 4,628 ei 15237 : 9,079 : 304,662 :Percent : age of : :trading : area total Percent 39 1957 Amount * shipped’ 1,000 : pound 6,083 2.5295 9,105 24,650 2,548 10,166 16,011 14,014 9,038 13,554 24,173 8,229 10,440 4,594 3,081 6,150 Hi,o13 7a 8,910 6,325 11,876 3,336 35,210 : 3,361 > «©4383 11,431 1,645 74,423 8,736 35340 6,807 45,567 SA 7/35} 652712. 39,991 8,207 9,208 : 471,506 Truck :Percent- >: age of : trading area total Percent 57 62 74 69 100 Sy / . ° . . e ° 5 a eee 1/ Intrastate and interstate shipments of frozen fruits and vegetables by 73 of the 107 pro- cessors interviewed. 2/ Represents 55 percent of total volume shipped by 107 processors. 3/ Represents 60 percent of total volume shipped by 107 processors. ‘Apnys ay. ut szosseas01d /oT aya Aq peddtys aunjtoa [e}03 Jo quaoied gg squesaidey /¢ *Apnjs ay} ut sizosseo0id /oT ey Aq peddtys oaunjtoa [eV 03 Jo Jusaoied ¢¢ squeseiday /Z ‘spore Butpez, zofew /¢ 07 si1ossed01d ¢€/ Aq saTqeqeZeA pue szINAJ uszoIy Jo squewdtys ajejSsaqUT pue sqeqsesrqUl /T ° e ° . ° e ° O'00OT O°00T * ZOTS9LL/E 90S‘TL7 T199‘OE? O°OOT O'OOT * 6S€°199/Z SLS‘Z8E ERLSH8Z? * UoOT3aI pauTquioD €°7@E 0°86 = 066'0S% : O8E*9ST OTS*86Z: O'TE 0°16 > Z8T°Z6E = 8zBTO7T 6SE°9lZ? °° * * * OTFTOe, 5 ¥ 4 . . 5 pue utequnoYW 8°47 es 2 <€00°Sc- “=".7G68-2e- 9SI°2S 22L°E poke > 60€°9T * 7oocyT ZoeszZ + *° * TerqUeD YANOS G is : es 3 +4 SoM pue qJseg T°9 9° * “€2f O€ = 1018-8¢ ° 116° T. = 6°S vie > 619°€Z + 796572 =LG0°T * * ° Ter}ZUeD YIION : : : : : : 3S9M pue jeer 8°02 7° > 6€1°66 * 9785/6 €67°T * 8°EZ Lat > ¢€0°96 * 9€7°T6 66457 = *° * OTRUBTIV YINOS 0°9€ e0 : OvV°OLT : Z19°69T 262 OeGe tO : SOZ°VET : LH6SEET 197 : + OTIUBTIV STPPIW : : : : : : pue puel[3uq MeN qUuso1I9g qUus51eg sSpunod ; spunod spunod .JuaoIed QUDDL90 ‘ Spunod : spunod Spunod : O00°T : OO0‘T OOO‘T : » OQOOO‘T +: OO00ST OOOST : yonay : Trey = > yonzat >: [rey = yonzaL : jprey : : yonait : [rey : [e303 : TeqoL : : Te203 : Teqol : : Jo a8equacoieg : ; peddrys junowy , 36 agequeoieg : ; peddrys junouy , uoTsey Sjuoudtus /C6T : sjuemdtys Ccé6T : /T LS6T pue sceT ‘suot3ez otydei30e3 Aq satqeje3aA pue SJINIF vsazoIZ Jo squowdtys yonzq pue [teYy--"CT eTqGeL =298c. Percentage Distribution by Geographic Regions The predominance of the Mountain and Pacific region as a supplier of frozen fruits and vegetables is illustrated in table 16. In 1955, this region was the source of 61 percent of the total volume shipped to the major trading areas, and in 1957 it supplied 59 percent. In both 1955 and 1957, it was the major supplier in 25 of the 37 trading areas, accounting for over 50 percent of the total shipments in each of these trading areas. In the 12 remaining markets, it originated from 22 to 50 percent of the total ship- ments in 1955, and approximately the same percentage in 1957. The New England and Middle Atlantic region was the second largest sup- plier of frozen fruits and vegetables at the 37 major trading areas. During 1957, it shipped about 20 percent of the total volume moved to the trading areas by processors in the study, a relative percentage increase of 2 percent over its 1955 share of the frozen fruit and vegetable traffic. In 1957, processors of this region made shipments to 31 of the 37 trading areas, an increase of 3 from 1955. However, the Albany and Syracuse area is the only trading center which received over half of its volume of frozen fruits and vegetables from New England and Middle Atlantic processors. Four additional trading areas receiving from 31 to 46 percent of their volume of frozen fruits and vegetables from this region in 1957 were: Baltimore, Buffalo, New York, and Cleveland - Toledo. Processors in the South Atlantic region supplied 14 percent of the vol- ume shipped to the major trading areas in 1955. In 1957, this percentage had declined slightly to 13 percent. Shipments from this region were received at 32 of the 37 trading centers in both 1955 and 1957. The major markets for processors of the South Atlantic region in 1957 were: Charlotte, Atlanta, and Savannah, Little Rock, Memphis, Shreveport, and Washington, D. C. The North Central region supplied 4.6 percent and the South Central | region supplied 3.3 percent of the volume of frozen fruits and vegetables shipped to the major trading areas in 1957. This represents a slight per- centage increase for both regions over 1955. | = 29 Table 16.--Percentage distribution of frozen fruit and vegetable shipments to 37 major trading areas by geographic regions for 1955 and 1957 1/ Origins by regions Destinations g by : New England : past and West : > Bast and West * Mountain trading area z and > North Central : South Atlantic: South Central : and t:Middle Atlantic: E r Pacific 29955031957 8s 955): 1957) 1955. 3 1957 955) 21957) 1955 82 1957 ‘Percent Percent. Percent Percent. . Percent Percent. Percent Percent | ‘Percent Percent Albany and Syracuse. . : 51.4 52.3 : 4.4 -9 44.2 46.8 Amarillo and El Paso . ° i i 7.0 5.4 93.0 94.6 Atlanta and Savannah . ‘* 22.0 22.7 ° mL 4 ° 32.4 42.7 5.8 6.8 39.7 27.4 Baltimore... 2 ae) 46.4 ° -l* 36.3 18.7 3.1 1.0 39.1 33.8 Billings and salt Lake ; ¥ : : 2 Gity . . . 5 Oe i 5 . * 100.0 100.0 Birmingham and New Z . . ‘ is Orleans .. aa: 99 7.6 * 6.6 Tads e2 18'..6 18.1: 7.7 10.4: 57.2 56.8 Boston and Providence st pLozS 28.3 : 3a 2.1: 9.5 7.9 3 8 202 2 71.1 5955 Buffalo... > 35.1 44.0: 2.8 10.1: 11.3 12.5 : 1.7 4.1 =: 49.1 29.3 Charlesten and. Pittsburgh’ 30.2 24.2: 5.33 5.2 2. 21.0 13.9 : 2:39 4.4 : 40.6 52.3 Charlotte... - - = 41.0 29.0 : > 34.2 45.0: 3.2 33003 (21°56 23.0 Chicago and Peoria » - ? 21.4 Tiles’ 13.2 15.4 4.4 8.7 : 233 3.9: 58.7 64.9 Cincinnati and Columbus : 27.1 18.4 : 19.6 30.0 7.5 12.9 : 1.5 3.2: 44.3 35.5 Cleveland and Toledo . +: 30.5 30.8 > 10.5 73 6.3 9.4 : 2.2 3.3 = 50.5 49.2 Denver and Phoenix .. : : 5.4 6.7 74 8 4 ef > 69358 91.8 Des Moines and Sioux City: 1.5 DJ0ry —29.5 22.7 ; : 69.0 72.3 Detroit and Grand Rapids : 25.6 2.9 4.8 6.6 3.5 1.2 369 7.1 60.2 63.2 Fort Worth and Dallas . 4 2e2 2.0 3.7 Cray 5.3 12.3 25:63 80.1 63.5 Houston and San Antonio ; S119) 8.4 ; 11.7 11.1 17.5 23.1 66.9 57.4 Indianapolis, Evansville : : : and Louisville .... : 21.8 16.8 : 22.2 17.1 23.9 L322 el se SZ a7 50.8 Jacksonville and Tampa <2 18.2 12°15; 12.6 17.1 3.2 6.6 ; 66.0 64.2 Kansas City and Wichita : 9e2 67a 7.0 5.0 3.3 1.0 6.4 SOS onl Ger 90.9 Little Rock, Memphis and : : e Shreveport ...... : 3.7 4.6: 36.5 39:3 2.4 11.5 : 57.4 44.1 Los Angeles . ee: 3 ak: 1 1.3 74 ais 9) 28 2 98.3 97.5 Miamitecmie ss «+ « « + 330 21.7: 2.2 1.8 26.8 L925. a) Ca ere Wh? 54.8 Milwaukee ....... : 37.9 Oeil: 2.8 4.6 3.0 4.4: 4.0 2.1: 52.3 79.2 Minneapolis, St. Paul : : : and Duluth... a: 1 Ee) whi) 19 10.8 : 2.8 39) 22-8358 88.2 Nashville, Knoxville nee: 4.6 15.8 : 5.2 9.8 18.4 22.1: 3 6.5 13.4 : 65.3 38.9 New York . . SR CAS 33.13 2.0 22 19.0 16.6: a) 39 49 47.2 Norfolk and Richmond ey ee ed 4 23.8 : 30.8 22.4 : ol: 41.8 53.7 Oklahoma City and Tulsa a ee 341 3.8 7.0 4.9; 7.3 5.4 : 82.6 85.8 Omaha. es sl CS 7.8 3 15.8 15.1 4.2 3.5) 3 7.6 2.6 : 72.4 7TESO Philadelphia ..... : 21.5 39.0 : Sioul 2.4 26.7 PASE HB 16 2.6: 47.1 27.3 Portland . 5 506 0 OMe B : : -6 ; 100.0 99.4 SemLOULS 6 sv 2 6 « 2 2002 3.87: 6.0 6.5: 7.4 14.9 : 4.3 TO) > 56a 67.2 San Francisco and : : & Sacramento 5 O: Ge oe Orn 72 ro as 2.0 slg: 1.4 4.1 96.4 94.4 Seattle and Spokane o One : Z 1.3 1.0: 3 98.7 98.7 Washington, D.C. ... : 7.1 ZnO om eee eS = iy ion 2.0 2.3 48.4 42.0 Total percentage .. : 17.6 NOE8 os 4.2 4.6: 14.2 1353): 2.6 323.3) F614. 59.0 1/ Intrastate and interstate shipments of frozen fruits and vegetables by 73 of the 107 processors interviewed. 300s PART III - PROCESSORS' OPINIONS ON USE OF RAIL AND TRUCK TRANSPORTATION Chief Reasons for Not Using For-Hire Truck Transportation Thirteen processors out of 107 reporting gave one or more reasons for not using for-hire truck transportation to markets outside their States in 1955, while 4 processors reported they did not use for-hire truck transpor- tation (either regulated or exempt) for interstate shipments in 1957. The reasons for not using for-hire trucks in 1955 (ranked according to number of processors reporting) were: (1) Rail is cheaper; (2) cheaper to haul in our own trucks; (3) no service available to smaller markets; and (4) sell f.0.b., buyer designates rail. Because there are 2 types of for-hire truck transportation in 1957-- regulated and exempt--processors were asked to give their reasons for not using either one or the other of these 2 types of for-hire truck transporta- tion rather than for both combined. As a result, it is not possible to determine specifically whether each of the reasons given by processors in 1955 was still of concern to processors in 1957. However, the data reported in table 17 indicate that 2 of these reasons--numbers 2 and 6 listed under regulated motor carriers--were still considered important by a few of the processors. The 5 principal reasons for not using exempt motor carriers in 1957, ranked according to number of times reported, were: Trucks not readily available; brokers and buyers don't designate exempt carriers; not known to us; satisfied with service and rates of regulated motor carriers; and no knowledge of their financial status. Six of the 9 processors who reported that exempt carriers were not read- ily available were located in the Mountain and Pacific region; 2 were from the New England and Middle Atlantic area; and 1 from the East and West North Central. The 6 processors who indicated that brokers and buyers do not desig- nate exempt carriers sell largely on an f.o.b. basis. Buyers' preference for type of carrier is of some importance in the frozen fruit and vegetable in- dustry. Sixty of the 107 processors interviewed in the study indicated that, on occasion, buyers do state their preference for a particular type of carrier. 15/ One-third of the reasons mentioned by processors for not using exempt carriers expresses the processors' uncertainty and lack of knowledge of these carriers' operations. Twelve processors indicated that either they did not know any exempt carrier operators or that they had no knowledge of their finan- | cial coverage, or adequacy of equipment. 15/ See table 24, p. 42. 31 yT 2 8 8 ee ee ew ee * + guosRex zz oe 8 6 eo ee ee ee * guospaZ : Sutqjzodez1 szossao0id jo rzAaquny : : ZutjJiodex sxossas0id Jo AsqunN . : I . 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Z > SYONIZ UMO ATER puss SAsmOJSND */ : : [BTOUBUTF AITSY} Jo sBpaTMouy ON °C Zz 3 syonz} uMO INO 9sn OF AedBeyD *9 : C 2: 8 ¢ ¢ * © wotyduexe oy} soUuTS Zz $ SOTISATTOp ATTds syeu Jou ptnom °c : 3 SISTAIVO 1OJOW psezeTNZe1 jo € > *{T°3°T uo asqenbepe Jou sotaresg *h ; 3 S89BI pUB SOTAIOS YIIM paeTFst3es “v € 2 ° * * SpBOT TeBZABT BywBI STTey °E : c 2 of 8 8 8 ef © * SN OF UMOUH JON *€ % Se Oe et) se SOHAL eu : 9 2 7 * *° * * gzeTize9 Ydurexe ojeU : quUBISTp 02 Aedesyd St [Tey *Z : H -3Tsep 3,uop s1zeA4nq pue siayorg °Z ¢ > ° aTqeTteae ATTpeei Jou syonzL *T : 6 ; °° * aTqeTteae ATTpeel Jou syonAL “T s10s : 5 sios : -seo0id fq : : -saooid fq :; pejzizodez sem: peyiodei suoseey :poqiodei sem: pejiodaz suoseey uoseel sout 3: sUOSBO8I SaUT 2: JO Zequny : 2 FO Jequny : SIS9TIIBVD IOJOU pajeTNssy SIOTAISS AOJOW Jawsxy LG6T ‘Se TqQeIe3ea pue SsatNAz uezoIZ Jo srossso0xd Aq pajrodser se sdASUMIOD 23878197UT UT SIBTIIVS 10ROW paje[NZer 1O/pue sAeTAIvO 1OJOM Ydwexe BuTSN Jou 1OZ suosBer JatyO--"°/T FTqWBL CG ae The 5 processors who stated they were satisfied with the service of the regulated motor carriers since the exemption has been in effect, indicated this satisfaction was due to the fact that these carriers had lowered their rates to the level of exempt carrier rates and had broadened the scope of their service. "Trucks not being readily available" was ranked by 5 processors as the major reason for not using regulated motor carriers. Two of these 5 proces- sors are located in the Mountain and Pacific area; 2 in the East and West South Central, and 1 in New England and Middle Atlantic region. In 3 of the first 6 reasons listed under regulated motor carriers, processors indicated a preference for rail carriers or for their own trucks. This type of preference was not expressed by the processors when stating the reasons for not using exempt motor carriers. Advantages and Disadvantages of Different Modes of Transport Advantages and Disadvantages of Rail Carriers Slightly over half of all processors interviewed in the study reported one or more advantages in shipping their frozen fruits and vegetables by rail carriers in 1957 (table 18). About two-thirds used rail carriers to some extent in marketing their frozen products during 1957. Of 17 advantages reported by the 58 processors, the top 3 in terms of number of times reported were: (1) Lower rates on cross-country hauls in- volving 60,000-to 85,000-pound shipments per car, (2) ability to haul larger single-lot shipments, and (3) mechanically refrigerated cars maintain con- sistently lower temperatures than trucks. Most of the 26 processors mentioning the first advantages were located in the 3 Pacific Coast States. Their opinions regarding the level of rail rates on transcontinental movements are confirmed by the data shown in Part IV. In some instances, truck rates to eastern destinations were as much as 62 percent higher than comparable rail rates. The larger capacity of the rail car compared with the truck-trailer was indicated by 12 large processors in the Mountain and Pacific region as an ad- vantage of rail carriers. During 1957, the weight of the average rail car shipment of frozen fruits and vegetables was twice that for truck shipments. The average rail carlot shipment weighed approximately 64,000 pounds; the average truckload shipment about 32,000 pounds. The National Association of Frozen Food Packers recommends that all frozen products be transported at 0° F. 16/ About 19 percent of the 16/ As cited by Johnson, H. D., and Breakiron, P. L., Protecting Perish- able Foods During Transportation by Truck. U. S. Dept. of Agr. Agriculture Handbook 105, 70 pp., December 1956. = 33 rrr UE REE 19 : I : Zz : z : (4 : Zz : Zz : Zz : c : € : 4 : 4 : CG : c : 9 : 6 : OT : val : vT : ST : €€ : zTequny i siosseooid fq : pejyizodez sem : @BeJUPAPESTP : Sout] JO ‘ON : ° 7° 6© © © © © # © © ee @ sosequeape -STp 3utqiodez1 szossas0id jo iaqumN ° i eC I a OC Ts *Zut -youtms “ZuTot se yons ‘saefzeyd uotze3 -1odsue13 [Te eyedtotTJue Oo} ATNOTFFIA * squoudtys ‘[‘O°'T uo Tte1 Aq setqejze3en pue sjtnizz uezorz Sutddtys Jo sasequeapestp pue sesdejueApy--*sT FTqeL OTA ce, processors reporting advantages of rail carriers indicated that they believe the mechanically refrigerated cars of these carriers maintain consistently lower temperatures than the refrigerated trailers of motor carriers. On the other hand, 3 processors reported that they had experienced shortages of mechanically refrigerated rail cars. Two others reported that the ice and salt cars of the rail carriers are obsolete. As of January 1, 1958, there were 2,557 mechanically refrigerated rail cars in service, representing only about 2 percent of all types of freight refrigerated rail cars owned and leased in the United States on that date. 17/ Because of this, processors desiring rail service are forced, from time to time, to use the less effi- cient ice and salt cars. Among other advantages of rail carriers mentioned were: Better service on long hauls; availability of storage in-transit privileges; loading of cars at the shipper's convenience; and financial responsibility of the rail carriers in the event it becomes necessary to collect on loss and damage claims. The greatest disadvantages which over half the processors reporting found in using rail carriers was that the service was too slow. In referring to this disadvantage, some shippers complained that rail cars usually have to be ordered 72 to 96 hours in advance of loading; others mentioned there were excessive delays at stopoff points and en route. ‘Two processors stated that the delivery time for truck shipments was only half that of rail ship- ments. Table 18 also shows that 4 processors reported they had experienced delay in getting rail cars switched to processing plants for loading. In addition to the slow service, over 10 percent of the processors re- ported each of the following items as disadvantages of rail carriers: In- sufficient number of pickups and stopoffs allowed; high freight rates on medium and short hauls and on 1l.c.1l.; more difficult and costly to load and unload rail cars, difficulty in serving customers without rail sidings; and it takes too large a shipment in order to obtain a reasonable rate. Advantages and Disadvantages of Regulated Motor Carriers Fifty-eight processors reported an aggregate of 17 different advantages of shipping by regulated motor carriers, while 70 processors reported 15 different disadvantages (table 19). The top 7 advantages ranked in terms of number of processors reporting were: Trucks readily available; greater financial responsibility; greater reliability; better trucking equipment; easier to contact regulated carriers; better delivery service; and operators know how to handle and protect frozen fruits and vegetables. The 5 principal disadvantages (according to number of times reported) were; Unwillingness to haul 1.t.1. shipments; rates too high; trucks not 17/ Association of American Railroads, Refrigerator Car Section, Office Memorandum, January 1, 1958. 35 sos Be UBAPeSTpP Zutjz10dex szosses0id Jo ‘oN «6 e reo es oe 6 squeudtys Jyo-doip 10F sasxrByd VATSSODKY “CT ‘ss * 8 * * ZoUOyY 3,U0M Sem au} UT SIeTAIVS paeje[nser Jey. sejei ojonb uaqzo ATAtTezy Asey dy} UT SsqUdsse ASeTIIVO pejze[NZey “HT * ° * queudtnbe ,,peseeT,, yonu 00} JO 9SN 07 ENP 9dTAIIVS AOO”T “ET queudtnbs Zutyonz3 ejenbepeul °*ZT * * * © gaTqeqzesea pue sztNAZ uezoxzy BuT[Ney UT @eZTTeT -oeds 07 szetazzeo Aq jduwejje ON “TT Squowjsnf{pe wte[d ut SseUMOTS “OT © © 0 © e© © e © e oe @ qonpoid JO dsinjeu eTqeustzed o7 uoTQ -usj3e Jodoid daT3 9, UuO0p SI@ATIC °6 * * * * ganoy ALeATTep 10 dn -yotd paTnpeyos Jooul 07 aAn{[Ted °g oe © © «© «6 oe SUTUT T193UT yYSno1yA s ° * * queudtnbs 8uryonz3 10939q “gt : ; Z : SIOATIP JO AITTIGeTTer A9qeeIN */T : : z poof ff ee ee ee + © atnpayos : : : uo A2@aATTep pue dnyotd ydwmorg “gT : : € : * * gqueudtys eutTquiod 02 AetTseq “CT I 2 Giatie ee 14 oe be ee * eT epa : 7 ° eo 6 © e@ 2 queqtd Zutssao0id 3e : SutnutTjuos e UO SN SsAIAS OF 4 : dnyotd ut AITTTqQTXeTF 19}9B2eID “HT > AATITGe ATeYy. 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Zut}OeWUODS JO SuBeUl ON “6 : 9 2 of 8 fe * * © JaulIoJSsNd pue 10S Zz 3 8 8 © f © # # 8 © © gaTnpeyos : > -sead01d 03 aoTAIeS TBUOSIEed SIOW *6 : qoexe uo ajezodo 03 sinTtey °*g : 9 2° * * SqayTeM OF VOTAIIS JO 84832 0F MOY MOUY 9,UOp SsIeATIg ‘9 : : @TTYyYM Jonpoid Jo eared 19zReq °*9 b 2: ° ee ¢ © © AAt{TIqepuedep ssetT *¢ : €T 2 0°) *) 6 * paazaruzed szzyodojs e10W °¢ l > * AITT¥qtsuodsaexr TeTouwulTy sseT ‘hy : 9T 2 of se fe et 8 8) 6gcQeyreu ABM IT oS 8s Meg oe) ede ALOFSEISTIVS : > -849-JO-3NO SAITAS OF SSOUBUTTTIM ‘*y : sXkeate Jou Quemdtnbea go Aqttend °-¢ : LT oS ae eis So eee oe a So SB QueWaTUS : : : ‘T°3°T [ney 02 SSoUsUTTTIIM “€ CT 2 * oTqeTteae ATtpeezi you syonzL *Z : 0Z fs see 8 6 eee + -GuSudtnbs 02 2 os os os sos sos es Bursn elojeq : : Zutyonzy Jo AIT{TqQeTTeAY °Z : UOTIESTISIAUT VLTOW sITNbsey °T : ve S008 fe ee Se es 8 B99 Bl ASMOT, FT s1osseso0id: : szosseooid : 4q pe jiodei: : Aq peqiod : sem o3equea: pejzzoder sasejueapestqg 2-381 SBM 33eQ: pejzioder sasequeapy -pestp sowt : 2-uUBApe Soult : JO ZJaqunyn : > Jo Jequnn : LS61T ‘szosseos0id Aq pejzodexz se AatTiiesd 1ojow Yduexe Aq satqeze3aA pue syInzjZ usezo1z Butddtys Jo sasejueApestp pue sesejueapy--"°OZ FTqIPL - 38 - in table 20 who reported that exempt carriers require more investigation before using. This investigation includes: checking the carrier's insurance coverage; its general financial responsibility; and observing the type and condition of its equipment. The processors expressed general satisfaction with exempt carriers which were selected after this type of investigation. Some other disadvantages of exempt carriers mentioned by processors included: Quality of equipment not always satisfactory; less financial responsibility; drivers don't know how to take care of frozen fruits and vegetables while in transit; and rates not stable. About 40 percent of the processors reporting mentioned one or more of these disadvantages. Advantages and Disadvantages of Processor-Operated Trucks Only 35 processors listed advantages in shipping frozen fruits and vege- tables by their own trucks (table 21). In contrast, 58 processors listed one or more advantages of rail and of regulated motor carriers, and 70 re- ported advantages of using exempt motor carriers. Of the remaining 67 proces- sors interviewed in the study, 56 reported they did not use private trucks and 11 reported no advantages. Over half of the processors who used their own trucks reported that this enabled them to give better service on 1.t.1. and short-haul movements, and to have more control over the equipment. Six processors also indicated it was cheaper for them to use their own trucks on intrastate shipments; 4 said it was cheaper on 1.t.1.; and 4 re- ported it was cheaper and more convenient on interplant transfers and on movements to local storage facilities. Interplant transfers occur as a result of the multiple-plant operations of a number of the processors. For example, the 107 processors interviewed in the study operate a total of 155 plants. On occasion, a processor will move fruits or vegetables in bulk from one of his plants to another for pur- poses of repacking items from either commodity group when mixed vegetables are being packed. According to the processors, additional advantages of using their own trucks were: More personal service to customers; better service on rush shipments; more flexibility in markets served; greater convenience on split deliveries; and cheaper on interstate movements since the agricultural exemption allowed frozen fruits and vegetables to be backhauled for other processors. In contrast to the 3 processors who reported the latter advantage, 22 stated that too much time and effort were required in getting backhauls. In view of this reason, the processors indicated they preferred for-hire carriers for much of their hauling since a l-way haul in their own trucks * sa8equeapestp ZutTjJ1odez siossas0id Fo AsqunN Ly > @TqeTTeAe Wey? esABy SkeMTe 3, U0G : Suda AOU 2 [TNey-8uoT OJ sAeTAABD eATY-10J 2 WOLF BdTAIES poo’ eseinoostp AeW > Y8ty 003 MOU ST doOUeINSUT YonIL suoTJeTNZe1 33e9S Aueu oo] : sesnoyerem otTqnd Je seez uotuy ° © ee esac ew ice 2 But [ney peol-ay}z-19AO UT YUBTY 003 $3S09 soe ee ee eee ee © gyonag UMO UT BACT OF JeaIZ 00} SsUNTOA ‘ es s * e * © ggauTSsnq IeTNZe1 INO OF USTXeIOF st YOTYA ssou -Tsnq uotzeIIOdsuez ut sn syjng * * wetTqoid Be WeezIZ3 003 daaydpy Jou 10 peAotdue ATaatTIONp ?-o1d St Yon, AsyReYM uo O08 sy4so9 : * Zutdsey p10d;01 ‘: JO Junowe e213 e seitnbsy e ° e ° ° ° ° ° ° e e ae rf ord ei) ro * * [tejZep ATOstazadns yonu oo], * * QuewjseAUT e3r1eT B sartnbey * sTNey-yoeq But}203 ut pa > -Itnbe1 J1oFzJa pue out. yonu oo] N OV 0 S1ossaj01 &q pejiodei: SBM e3ejUPA: -PeSTp soult 3: yO JequnN : pejiodez seSequeapestq ° ° ° ° e ° e ° e e * sesejuBape Butjiodai siosses0id jo iaquny Ge * Jonpoid pue eainjertedweq, JO To1qUOD ayaTtduoy e e ° ° e ° ° ° ° re “OT SUTSTIIZAPS AOJ wNtTpaw pood ‘CT ususeTes Sse oe OSTe SIBZATIQ “HT ee 8 ee 6 2 8 te Ke JI ayeu 07 SOUNTOA SBABT BABY JI VOTAIOS 103309q : PoOpeot : ATaedoxzd st yonzQ vy ves sAdaaAtig > QOUSTUBSAUOD INO Je peOoTUN pue peOoT sioss3o0id AJ9YIO OF saTqe,esaa pue szInNIZ : uezolz [Neyydeq OF SN SMOTTS > uotjduexs Teanq[NoTAZe ay soUTS ° ° Nea ee ©0© ©@ ©& ©8© e8 se ee ef ey “OT mS eo 08 ee ef ° e e e e ° ° e e ° ° AN oe cf “OT Fob ee ee 4 8 + + © garaaattep qt[Tds uo sduetTUaAUOD IsejzeeID SOTIT[TTOR@J SBeI0ORS [BOOT OF >SJUSUAOU UT pue szsueIq JueTdis93 2 -UT UO JUeTUeAUODS eIOW pu AedPaYD °g * * * gquoudtys *‘[°3°T uo radvaug °/ ° ° ° e ° e ° ° ° ° ° ° ° ee 00 ee 0 peaies ; sJoyIeU UT ART[IqTxXeTJ 19}weAD °9 : Sjuomdtys ysnzi uo sdTAISS I9z}IOG “C : * gjusueAOU a3eqISeIJUT UO JedeRaYD “4 E rg eo e8 ee ve SIaWOISND OF VoOTAIIS TBUOSIEd aIOW ° * jueudtnba 1aA0 ToOIQUOD sIOHW ° ° ° ° e ° ° ° ° ° eo eo squeweAoU [Ney -JIOYS pue “T'I'T UO BOTAIES 19930g ce eo cf siossooo0id : &q pejiod : -31 Sem 33e}: 2-uBApe SOUT I: > JO Jequny : pejiodez sesequeapy L661 ‘Syon1q peumo-iossaso0id Aq satqe,esen pue sztnaz uezoxzz Butddtys jo se8equeapestp pue sesejueapy--'°1Z eTqeL =A was too costly. Approximately one-half of the processors reporting mentioned this disadvantage. Other disadvantages of shipping frozen fruits and vegetables in their own trucks, according to processors, were that such an operation requires a large investment; a great amount of record keeping; too much supervisory detail; and that costs go on whether the truck is productively employed or not. Availability of For-Hire Trucks About three-fourths of the processors replying stated that they had experienced an increase in the number of for-hire trucks available to haul their frozen fruits and vegetables in 1957 compared with 1955 (table 22). Processors had previously indicated that this increase reflects both the entrance of the exempt trucker into the field of frozen fruit and vegetable transportation, and an increase in the availability of regulated motor car- riers. But somewhat more processors attributed the increase in availability of trucking equipment to the exempt carrier rather than to the regulated motor carrier. Table 22.--Availability of for-hire trucks, as reported by frozen fruit and vegetable processors in answer to the question: ‘What change, if any, during 1957 have you experienced (compared with 1955) in the number of for- hire trucks available to haul your frozen fruits and vegetables to market?" : Processors reporting the : Not Location of pro- :; replies indicated : applicable cessor by region < tnerease > Decrease : No : Don't ; or : : ;_ change; know : no response Number Number Number Number Number New England and : : Middle Atlantic . : 14 ) 7 6) : i South Atlantic .. : 9 0 3 @) ~ 0 East and West North : Gentraly. 2 2a. < ll ) 5 2 : 0 East and West South : : Central. 2 2. 2 ae% 5 0) 1 a : 1 Mountain and : : PAG fi cr wee ne 39 @) 3 4 Total’ A. Regulated : No : Don! t ; or : : : difference : know ; no response z Number Number Number Number ; Number New England and : Middle Atlantic : 6 11 2 2 : 2 South Atlantic. .: 10 1 1 0 : 0) East and West : : North Central . .: 9 3 5 0 : 0) East and West ° South Central . .: 4 2 1 0) : 1 Mountain and : . RACH EUG 5 4 6 a, ss ll 24 3 4 ° 5 Tanai’ ey. 40 Ai 12 6 : 8 AAT Establishment of Freight Rates by Type of Motor Carrier Direct negotiations with motor carriers was the most common method re- ported by processors for establishing freight rates on shipments of frozen fruits and vegetables (table 26). Fifty-nine processors mentioned using this method with regulated motor carriers, while 62 stated it was used with exempt carriers. Insofar as the regulated motor carriers were concerned, direct negotiation of rates as a method was closely followed by published tariffs (or rate sheets) based on tariffs. This latter method was reported by 57 processors. Although most of the regulated motor carriers transporting frozen fruits and vegetables in 1957 published tariffs or rate sheets on such commodities, the rates and charges contained therein were not subject to regulation by the Interstate Commerce Commission, and thus could be changed at any time by agreement between the shippers and the carriers. The only exception to this statement was one involving the movement of exempt and nonexempt commodities in the same vehicle. In that event, the ICC had jurisdiction over the rates and other charges. A rather substantial number of processors (24) reported that truck brokers established the rates on shipments of frozen fruits and vegetables when exempt motor carriers were used. In contrast, only 4 processors re- ported that truck brokers were used with regulated motor carrier rates. The 2 principal areas of operation for truck brokers, as reported by the proces- sors, were the Mountain-Pacific and the East and West North Central regions. Fluctuation of Motor Carrier Rates According to Availability of Motor Carrier Equipment Despite the fact that motor carrier rates on frozen fruits and vegeta- bles were free to fluctuate in 1957 according to the availability of motor carriers, 60 percent of the processors reporting stated that the rates did not fluctuate (table 27). This compares with 27 percent of the processors who reported fluctuations in the rates, and 13 percent who said they didn't know. The Mountain and Pacific region reveals a relatively unstable rate pattern compared with that for the rest of the country. Processors from that area indicated, however, that these rate fluctuations tended to be seasonal rather than on a day-to-day or week-to-week basis. The most stable rate pattern of all the regions is that reported by processors from New England and Middle Atlantic. None of the processors from this area reported any fluctuations in motor carrier rates. Saba *aateuuotjsenb ay3 JO A70Z9A7ed9 ,,19YIO,, SUI UT SASTAIeO AOJOW pezeTNZeA ay} AOJ spoyjoM ou pd zstTT SlOSSsa00Ig *SAaTIAeD 10j0wW Jdwexe Z Aq penss}t sjjtTzeq uo poseq sjaeys 9381 IO sjJjTzeq ajey /T Sleaytiized 30j0u JO uotTIe0071 qduexe yITM pesn spoyieN SioeTzzeo JOJO powe[nsezr yITM pesn spoyrAsp $ : A $ ; : : SJjtie} : mouy 3,uU0p: = ‘*SiayoIq: suotjze :mouy 3, UOp:szayoIq: suoTje : UO peseq : eee 10 : Pa $ YOnz %-FWR0Zsu : 10 $ yOnNT, *-T}OZeu :sjzeoys 93e1: k ea aTqeot tdde: 430 2YysnoryL: WeATG saTqeotT{dde:yBnorzayy: 3eATq 2:20) syzzTzeq: : d 3ON $ ; : ; ION 4 $ : peuysttqng : ede ieh ae: LS61T ‘szosseo01xd Aq pajizodez se ‘satqeqe3eaA pue szTNAF uszo0Irz JO sjueudtys uo sajeI AdTAIVD AOJOM JuaIAND BuTYST[qejqsse Jo spoujzeW--°9Z7 STqeL "46 = Table 27.--Rate fluctuations on frozen fruits and vegetables reflected by the availability of motor carriers, as reported by the processors in response to question: "Do the motor carrier rates paid by you fluctuate according to the availability of motor carriers?", 1957 : Processors reporting the : Not Location of processor . replies indicated : applicable by region : Yes : No Don't or s : : know ; no response Number Number Number Number New England and : ; Middle Atlantic ....: 0) 20 1 : 1 South Atlantic .....: 2. 9 8) : 0 East and West North : : Gentralive os peace een 3 Ales 1 : (0) East and West South : : Central. 2) 2. ivi mec eS 2 5 0) : 1 Mountain and Pacific ..: 21 13 PZ : 1 MOtal, Pres vst on ee 28 62 14 S 3 According to Type of For-Hire Motor Carrier Replies from the 28 processors who reported fluctuations in motor car- rier rates indicated that the rates of the exempt motor carriers in 1957 fluctuated only slightly more than those of regulated motor carriers. For example, table 28 shows 14 processors reported exempt motor carrier rates fluctuated the same as regulated truck rates; 7 stated they fluctuated more; and 2 said they fluctuated less. Although it has been previously mentioned that the Mountain and Pacific region had a relatively unstable truck rate pattern for frozen fruits and vegetables, a majority of the processors from this region indicated that the rates of the exempt and regulated motor car- riers fluctuated to about the same degree (table 28). Expected Effects of Removal of Agricultural Exemption from Frozen Fruits and Vegetables Ninety of the 107 processors interviewed reported one or more ways in which they expected their business would be affected if the agricultural exemption were removed from the interstate transportation of frozen fruits and vegetables (table 29). - 4/7 - Table 28.--Degree of fluctuation of exempt motor carrier rates on frozen fruits and vegetables as reported by processors in answer to question: "Do the rates of exempt carriers fluctuate more; the same; less than the regulated carriers?", 1957 1/ : Processors reporting the Location of processor - replies indicated 1 e Ld e ° t by region : Mote : The ; ce ; Don't : : same 2 : know : Number Number Number Number New England and Middle : Atuaneic ~ 6 « ¢ +s ss? 0 0 0) 0 South Atlantic ..... : 0) 1 1 0 East and West North : General 266 « « es wo 3 2 0 0 East and West South : Gentral, 5 2. 2... ee et 0 1 0 0 Mountain and Pacific .. :; 4 10 1 5 TOGA Ss 2 6 * « eee 8 7 14 2 5 1/ Includes only replies of processors who answered "Yes'' to the question shown in table 27, "Do the motor carrier rates paid by you fluctuate accord- ing to the availability of motor carriers?". Of the remaining 17 processors, 13 reported that they expected little or no effect because they sell f.o0.b. exclusively or ship only by rail or regulated motor carriers, and 4 processors said they couldn't predict how they would be affected. The answers shown in table 29 were in response to the following question asked of processors: "If the ‘agricultural exemption' were removed from frozen fruits and vegetables with the result that all for-hire truck shipments of this product moving out of your State must be made by fully-regulated carriers, how would your business be affected''? When processors were asked this question, they were informed of the pos- sibility that carriers then transporting frozen fruits and vegetables under the exemption without ICC authority might be able to obtain operating rights to continue to do so if these commodities were removed from the exemption. Since interviews with the processors were made prior to the hearings on the 13 Table 29.--Expected effects if the agricultural exemption were removed from truck shipments of frozen fruits and vegetables, as reported by processors, 1957 Number of Effects reported : times effect a ee CEO : Number 1. Increase cost of transportation... Seen oe peer cacd ot 33 2. Eliminates service to many small buyers Pe aE RO Cle Saco 20 3. Shortage of adequate trucking equipment ...........: 17, 4. Loss of small out-of-the-way markets ........+4.226: 16 5. Quality of service would be poorer ..........+.464.: 15 6. Loss of more distant markets ... Sie, 6) fee ae ss wl 14 7. Unable to ship 1.t.1. shipments Seononicaticd er ce Lente) Pomel wed ces ll 8. Would force into private ae business “7ie-.s.e yee ene 8 9. Slower delivery service... eueatta is : 10. Would restrict planned extension ef merkee area . 7 11. Eliminate flexibility of operation 7 12. Less direct service to market... . Ol : 6 13. Adversely, because processor not fecated! on 1 major ack NE : 3 14. Would require more regional storage, and thus run up capital : outlays or operating expenses - : 3 15. Would be unable to consolidate Bhipments: 3 16. Increase consumer prices §.-. .06 3 «sss 56 6 3s we 2 17. Would put us out of business ... et 3 18. Stabilized rates would help in quoting ona delivered pants “ 2 19. Eliminate shipper's choice of carriers “ 2 20. Would place the small processors at the mercey (OE che lapee distributors and buyers ‘ eae FER 2 21. Would have to go back entirely és radi. Bad enen ee De ee oe 2 22. Reduce personal service to customers : See ey Oe 2 23. Would seriously reduce our volume of sales ae consequently, reduce our purchases from the farmer . Z 24. Reduce competition among processors .......++4++44+.3: 1 25. Reduce profit margin 1 26. Would increase prices to buyers in feuatl warieees < 1 27. Buyers with own trucks would have an qa over pavers without trucking equipment... . 3 1 28. Large processors who own and operatel hei own ferdeie could have an replde ch over processors who do not own aes equipment... . oan 1 29. Would make it easier ce rosulaced: carriers co provide edes quate trucking equipment... . 5 1 30. Would make it easier for the peoceeson s Opeaerics deserenent sc 1 31. Would make it possible for the processor to compete on a pro- duction basis rather than on a transportation basis ....: A Number of processors reporting effects ....... ..-+.: 1/90 1/ Thirteen processors stated that they expected little or no effect, because: (1) They sell f.0.b. entirely; or (2) ship by railroad or regulated carriers only. Four processors reported that they didn't know how they would be affected. - 49 - proposed Transportation Act of 1958, congressional action on granting oper- ating rights could not be accurately predicted at the time of the inter- views. In answering the question, the decision, therefore, was left to the processors to weigh the possibility of such rights being either granted or denied. Over one-third of the processors predicted that removal of the exemption would increase the costs of transportation. This opinion of the processors is strengthened by the views of a number of the regulated motor carriers interviewed in the study. In reply to a question regarding anticipated pur- chase of new equipment for hauling frozen fruits and vegetables in the event the exemption were removed, 14 of the 28 regulated motor carrier operators who answered "Yes," indicated they based their answer on the assumption that rates would be restored to what was termed a "reasonable," "compensatory," or "normal" level. 18/ Further anticipated effects of the removal of the agricultural exemption according to the replies of the processors were that it would eliminate ser- vice to many small buyers, there would be a shortage of adequate trucking equipment; small out-of-the-way markets as well as distant markets would be lost; the quality of service would be poorer, and 1.t.1. shipments could not be transported to market economically. Processors indicated that the regu- lated motor carriers, as well as the exempt carriers, were furnishing a num- ber of additional service and rate benefits as a result of the agricultural exemption, but table 29 shows that most of the processors anticipate a sub- stantial reduction in these benefits if the transportation of frozen fruits and vegetables again become subject to economic regulation by the ICC. The smaller processors, and those processors located outside of the Mountain and Pacific region, were the most emphatic in stating opinions that adverse effects would result from removal of the exemption. On the other hand, a small number of processors anticipate some bene- ficial effects from the removal of the agricultural exemption. This is reflected by the following statements made by 4 processors located in the Mountain and Pacific region: (1) Stabilized rates (as a result of a return to regulation) would help in quoting on a delivered basis; (2) would make it easier for regulated carriers to provide adequate trucking equipment; (3) would reduce the burden on the processor's traffic department; and (4) the processor would be able to devote much of his time and attention to production problems rather than to transportation problems. In terms of volume of shipments, two of these processors are classified as large; one as medium, and one as small. 19/ 18/ See table 50, p.79. 19/ See appendix for classification of processors by volume shipped. S210 BS PART IV - EVALUATION OF RAIL AND TRUCK FREIGHT RATES Motor carrier freight rates on frozen fruits and vegetables declined 19 percent following the court decisions declaring them to be exempt com- modities (table 30). This decline was indicated by a weighted average com- parison of rates in effect during 1955 and 1957 from 166 principal origins to 12 major markets. Eighty-eight percent of these rate comparisons, repre- senting 94 percent of the total for-hire truck traffic, showed the 1957 rates were lower than the 1955 regulated rates. In contrast, rail freight rates on frozen fruits and vegetables cover- ing the same origins and destinations were increased by varying percentages ranging from 6 to 14 percent during July 1, 1955, through July 1, 1957. Although the rail rates in effect on July 1, 1957 include the emergency in- creases authorized by the ICC, effective December 28, 1956, they do not include the permanent rate increases under Ex Parte 206, which became effec- tive August 26, 1957. This latter action provided for net increases (over and above the emergency increase) of 7 percent within and 9 percent between Eastern and Western Territories, and 4 percent to, from, and within Southern Territory. However, the full effect of this general rail rate increase on frozen fruits and vegetables was reduced somewhat by a holddown provision which limited the increase on these commodities to 11 cents per 100 pounds. The 1955 rail and truck rates, and the 1957 rail rates were obtained from published tariffs on file with the ICC. Both rail and truck rates include refrigeration charges. The 1957 truck rates were obtained from frozen fruit and vegetable processors and from the regulated and exempt motor carriers, which haul frozen fruits and vegetables. The rates shown in tables 30 to 42 are the lowest carload and truckload rates available. Truck rates, whether quoted by the regulated or the exempt carriers, were not sub- ject to approval by the ICC in 1957. During that period they were referred to as exempt rates. In most cases, they were negotiated directly with the shipper and could be changed without statutory or other notice. It has been previously pointed out that the Transportation Act of 1958 removed the exempt status from frozen fruits and vegetables. As a result, the rates on these commodities are again subject to regulation by the ICC. Reductions on truck rates on frozen fruits and vegetables at 12 major markets ranged from 11 to 29 percent. Dallas-Ft. Worth and Detroit showed the least reduction; Milwaukee, Atlanta, and Cleveland the greatest. Five of the 12 markets had rate reductions ranging from 24 to 29 percent. The States of origin shown in tables 31 through 42 are those from which frozen fruits and vegetables actually moved. Truck rates were reduced on both long-haul and short-haul movements. For example, the rate from California to Atlanta declined 32 percent in 1957 over 1955. During the same period, the rates to Atlanta from Louisiana de- clined 27 percent, and from Maryland, 26 percent. In the New York market | rae ae Table 30.--Average truck rates per 100 pounds on shipments of frozen fruits and vegetables at 12 major markets, 1955 and 1957 1/ Difference 1957 City : 1955 2/ 1957 3/ over. 1955 Cents : Cents ;: Cents :;: Percent Atlanta, Ga. .... : 200 : 145 : -55 +: -28 Baltimore, Md. ... 75 61 -14 -19 Boston, Mass. .... 107 92 -15 -14 Chicago, Ill. .... 191 163 -28 -15 Cincinnati, Ohio... 114 86 -28 -25 Cleveland, Ohio ... 110 79 -31 -28 Dallas-Ft. Worth, Tex. : 205 ; 182 -23 -11 Detroit, Mich. . .. 161 ; 140 -21 -13 Jacksonville, Fla... 144 109 : -35 -24 Milwaukee, Wis. ... 181 ; 128 -53 -29 New York, N. Y. ... 99 83 -16 -16 Philadelphia, Pa. .. a 101 87 -14 -14 Memteelaverarer 02 Meazs- 4° 205,524 = ag ° e ° ° ° 1/ Weighted averages of point-to-point rates from origin States shown in tables 31 to 42. (Rates weighted by truck shipments for the base period 1955.) The same points are used for each year to insure comparability. 2/ Published motor carrier rates in effect prior to the court decision. 3/ Published motor carrier rates in effect after the court decisions. (Includes rates from both the regulated carriers--hauling an exempt commodity--and the exempt motor carriers.) (1957 over 1955), the rate from Virginia declined 30 percent; Pennsylvania, 26 percent; Michigan, 20 percent; and Florida, 20 percent. The 10 remaining markets show similar reductions in truck rates. Each of the 12 markets, with the exception of New York, show one or more increases in truck rates in 1957 compared with 1955. Cincinnati leads with 4 increases from originating States; Jacksonville has 3 such increases; and Atlanta, Baltimore, Boston, and Milwaukee have 2 each. Five markets, includ- ing Chicago, Cleveland, Dallas, Detroit, and Philadelphia each show only one increase in truck rates from an originating State. Nome of the truck rates from origin States into New York was increased during this period (table 41). A comparison of the truck and rail rates from individual States of origin to each to the major markets shows that the truck rates from the Pacif- ic Coast States were higher than the rail rates in both 1955 and 1957. 20/ The only exception being to the Dallas-Ft. Worth Market, where the truck rate from California was 1 cent lower than the 1957 rail rate. The greatest dif- ference in rail and truck rates from these States is shown for the markets along the Atlantic Seaboard. For example, at Boston truck rates on shipments of frozen fruits and vegetables from California were 69 percent higher than rail rates during 1957. And from Washington and Oregon, truck rates to Boston were 63 percent higher. Similarly for the New York market, truck rates from California were 62 percent higher than rail rates, and from Oregon and Washington, 72 percent above comparable rail rates in 1957. At the Jacksonville market, truck rates from Washington State were 78 percent higher than comparable rail rates. At the midwestern markets, however, the margin between rail and truck rates from Pacific Coast origins narrows considerably. Truckrates at Chicago from California and Oregon points were only 6 percent higher than rail rates in 1957. At Detroit, truck rates from California were 4 percent higher than rail, 12 percent higher from Oregon and 15 percent higher from Washington origins. The rates listed in tables 31 through 42 do not measure all of the dif- ferences in shippers' costs between rail vs. truck carriers. Loading and unloading costs are an additional burden upon shippers and receivers when frozen fruits and vegetables are moved by rail. Motor carriers, on the other hand, ordinarily absorb such costs. Loading costs were estimated by one Pacific Coast shipper at $40 per rail car. Stopoff charges to partially load or unload represent another cost item which is not included in the above rates. In 1955, the motor carriers 20/ The rail rates from Pacific Coast States to the 12 markets shown in tables 31-42 are based upon a 60,000-pound minimum weight. The railroads also publish rates from Pacific Coast origins on the basis of a 46,000-pound minimum, but those rates range from 14 to 18 percent higher than the rates shown here. a charged from $8 to $12 per stop for this service, but in 1957 these charges had been reduced in many instances to approximately $5 per stop. This com- pares with rail charges of $12 to $14 per stop in 1955, and $14 to $17 in 1957. In addition, there was an increase in 1957 in the number of stops per- mitted by the motor carriers. Prior to the exemption only one stop was al- lowed at each of several markets, but in 1957, some carriers were allowing 3 and 4 stops. 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L661 + LST *oG6T Aeao LcoT? fy + /€ ‘iec6T AeAO GET? 1, pgs + UFBTAO DoueeFJIGd : YONAL : [rey : souezzztaq : (661 : S661 : soUeZeTzICG : : : jo oni} pue Trey : oni : > zB a37e3S /T LS6T pue So6T ‘SUT3tTI0 Jo sejzeqIg TedtouTad wo1z SOTqQeIO3aA pue SITINAF uszo1y Jo squewdtys uo spunod ooT zed seer yonzQ pue [Tey -erudyepeltyd--‘7Zy eTqWeL =G6re PART V - EVALUATION OF MOTOR CARRIER CARGO INSURANCE AND EQUIPMENT By Type of For-Hire Motor Carrier Comparative data obtained from 55 for-hire motor carriers show that the regulated carriers have greater cargo insurance coverage and the exempt car- riers have somewhat newer equipment. Both types of carriers have about the same amount of insulation in their trailers. A total of 63 motor carrier operators who haul frozen fruits and vege- tables were interviewed in the study. Names of the carriers were furnished by the frozen food processors. All but 8 of the operators interviewed were able to furnish adequate data. The 55 for-hire motor carriers included in the study consisted of 36 regulated and 19 exempt trucking companies. Ex- cluded from this group were private motor carriers which engage in a for-hire operation when hauling frozen fruits and vegetables on backhauls. As defined earlier, exempt carriers, as the term is used in this study, are those which transport exempt commodities only. Regulated carriers are those holding authority from the Interstate Commerce Commission for the transportation of other than exempt commodities. They may, however, also transport exempt commodities, and in doing so are not subject to economic regulation by the ICC as to those commodities, as long as nonexempt commodi- ties are not moved in the same truck at the same time. The regulatory status of each of the carriers, exempt or regulated, was revieved and confirmed by the Bureau of Motor Carriers, ICC. The ratio of regulated to exempt motor carriers interviewed (65 to 35) compares closely with their respective shares of the interstate for-hire truck traffic of frozen fruits and vegetables in 1957 (71 to 29), as re- ported by the 107 frozen fruit and vegetable processors. Motor carriers providing data for the study were located in the follow- ing geographic regions: New England and Middle Atlantic ... 7 South Atlantic “. 4) 0.5. 0s) eae: saenle East and West North Central ..... 8 East and West South Central ..... 8 Mountain and Pacific .....e..-. 20 Total e e e ° e e e e e e e e @ e ® 55 While a carrier's headquarters may be located in a given region, it may serve other areas as well. This is true of regulated as well as exempt car- riers. For example, a regulated carrier with headquarters in the North Central region may haul fresh meat and packinghouse products into the South IG] or Pacific Coast States, returning with frozen fruits and vegetables to the Midwest. Exempt carriers whose headquarters are in the South Atlantic re- gion haul fresh poultry to markets in the East North Central region and back- haul frozen fruits and vegetables. Exempt carriers haul frozen poultry from the Middle Atlantic States to California, and frozen fruits and vegetables are hauled on the return trip. Percentage of Frozen Fruit and Vegetable Traffic Many for-hire motor carriers use frozen fruit and vegetable traffic as supplementary or backhaul tonnage (table 43). Although the percentage of frozen fruit and vegetable traffic to total traffic hauled by the motor car- riers interviewed varied from less than 5 to over 50 percent, about half of the 55 carriers interviewed indicated that frozen fruits and vegetables accounted for 10 percent or less of their total traffic. On the other hand, the actual volume of frozen fruits and vegetables hauled by these carriers was quite substantial. But the large-scale operation of many of them re- sulted in the frozen fruit and vegetable traffic showing up as relatively unimportant. The 6 motor carriers with over 50 percent of their total traf- fic consisting of frozen fruits and vegetables operated an average of 14 trailers each. This compares with an average of 5/7 trailers operated by the 55 motor carriers interviewed. Table 43.--Percentage of total traffic accounted for by frozen fruits and vegetables, as reported by regulated and exempt motor carriers, 1957 Percentage of frozen fruit and vegetable : traffic to total : Total regulated Type of for-hire motor carrier traffic 2 and exempt : Recutered pxeupe Percent : Number Number Number Less than5..... : 13 10 3 DetO LO. 6s a : 15 10 5 WIREOr 25° ek ee : ll 6 5 AbeEOsDO 6a TSS g 10 6 4 Over s50) . 9.04 4% 6. 6 4 2 POGaAl fo. SR : 55 36 19 - 68 - Cargo Insurance All of the motor carriers interviewed in the study carried cargo in- | surance. The amount carried by regulated carriers, generally, exceeded that | of the exempt carriers (table 44). An earlier agricultural exemption study on fresh and frozen poultry ex- | plains the nature and purpose of cargo insurance as follows: 21/ | Table 44.--Amount of cargo insurance per truck as reported by regulated and exempt motor carriers which hauled frozen fruits and vegetables, 1957 Amount of cargo Type of for-hire motor carrier insurance ; Total regulated : : : end eS ce : Regulated : Exempt Dollars Number Number Number Less than 15,000... : 4 i 3 15,000 - 29,999 ... ; 22 11 11 30,000 - 59,999 ... : 6 4 2 60,000 and over ... : 18 17 1 Full value of load. . 5 3 zZ Total’ .<. io. + se & 55 36 19 "Cargo insurance is necessary to insure the trucker against his legal liability arising from loss and damage to goods while they are in his posses- sion. Because of the wide variety of options available in cargo insurance, it was not possible to analyze for each carrier the character and features of its insurance coverage. The basic cargo insurance policy usually covers _ loss and damage to goods caused by fire, lightning, accidental collision of the vehicle, overturn of vehicle, collapse of bridges, perils of the sea, lakes, and inland waters (while the vehicle is being transported on a ferry), cyclones, tornadoes, and floods. "Besides the basic coverage, a clause covering theft of an entire ship- ping package (excluding pilferage of a part of the contents) is available with the payment of an additional premium. Insurance officials report this 21/ Snitzler, J. R., and Byrne, R. J. Interstate Trucking of Fresh and Frozen Poultry Under Agricultural Exemption, U. S. Dept. Agr. Mktg. Res. Rpt. 224, 88 pp. March 1958. - 69- latter clause is added in about 80 percent of the cases. Other options in- clude protection against loss of or damage to cargo through failure of the mechanical refrigeration equipment. This coverage is usually written on a deductible basis, with the result that the carrier must bear the first por- tion of the loss. And, in addition, the policy generally has a maximum pro- tection clause somewhat less than the full value of the cargo. "Although the Interstate Commerce Commission has a minimum cargo insur- ance requirement for regulated motor carriers, this requirement is not appli- cable to the hauling of exempt commodities by the regulated carriers." 22/ As shown in table 44, nearly half of the regulated motor carriers have cargo insurance of $60,000 and over. But this large insurance coverage is not necessarily tailored to the frozen fruit and vegetable traffic. Since a number of these carriers are general merchandise haulers, they often haul commodities which have a higher value than frozen fruits and vegetables, thus the need for the greater insurance. Depending upon market conditions, and allowing for variations in the proportions of specific commodities hauled in any given truckload, an average truckload of frozen fruits and vegetables is worth about $13,000. Table 44 indicates that all of the motor carriers had adequate insurance coverage, with the exception of 1 regulated and 3 exempt carriers. Age and Length of Equipment The 55 motor carriers included in this study used 3,126 trailers in 1957 for over-the-road hauling of frozen fruits and vegetables (table 45). These included 3,078 semitrailers and 48 full trailers. 23/ Data on age of equip- ment were obtained on 3,008 trailers. Eighty-nine percent of these trailers were operated by the regulated carriers, and the remaining 11 percent by the exempt carriers. While 53 percent of the exempt trailers were less than 2 years old com- pared with 41 percent of the regulated trailers, both showed about 75 percent of their equipment to be 3 years old or less. Somewhat less than 20 percent of all the trailers were between 4 and 7 years of age. A very small percent- age of the total trailers (2 percent of the regulated; 3 percent of the exempt trailers) were in the 8-year-and-over age bracket. 22/ The cargo insurance requirement of the Interstate Commerce Commis- sion applicable to the hauling of nonexempt commodities by the regulated car- riers is as follows: "The loss of or damage to property carried on any one motor vehicle, $1,000. For loss of or damage to, or aggregate of losses or damage of or to property occurring at any one time and place, $2,000." Inter- state Commerce Commission, Insurance Rules and Regulations of Motor Carriers, Nov. 1, 1955. 23/ A full trailer differs from a semitrailer in that nearly all of the weight and load of the former rests upon its own wheels. Ore Table 45.--Age of for-hire semitrailers used in over-the-road hauling of frozen fruits and vegetables, as reported by the motor carriers, 1957 2 2 OESE peer ate Regulated semi- ° Exempt semi- : and exempt semi- : trailers ; trailers Age of equipment trailers : : sPercent-: ;Percent-; :Percent- “Equipment: age of :Equipment: age of :Equipment: age of : total : ; total. -: seoteal Number Percent : Number Percent ; Number Percent Mees chan d yeeceaee eoiy 42 : 1,129 Aly seg" nates 53 2 and 3 years. . 1,043 33 966 35 77 22 4 and 5 years. . 373 12 334 12 38 11 6 and 7 years. . 205 7 187 74 18 5 8 years and over 71 2 61 2 10 S| TOCEL Kies seagate ; 1/3,008 96 25677 a7 331 94 Not specified . . : 118 4 97 3 Zt 6 Grand total... 3, 126 100 2,744 100 352 100 1/ Includes 48 full trailers broken down by ownership and age as follows: 38 regulated, less than 2 years; 1 regulated, 8 years and over; 4 exempt, less than 2 years; 2 exempt, 2 and 3 years; 3 exempt, 8 years and over. Since 1955, the trend in motor carriers for both regulated and exempt for-hire semitrailers used in over-the-road hauling of frozen fruits and vegetables has been toward trailers of 35 feet or more. Amount of Insulation in Trailers Trailers of exempt and regulated motor carriers used in hauling frozen fruits and vegetables have about the same amount of insulation. This state- ment is based on data shown in table 46 for 2, "834 trailers (about 91 percent of the total trailers reported by the 55 motor carriers). About 5 percent of the exempt trailers and 2 percent of the regulated trailers had 2 inches or less of insulation in their walls, floors, and ceilings. On the other hand, exempt carriers had a larger percentage of trailers with 5 and 6 inches of insulation than did the regulated carriers. It is recommended that "motortruck trailers transporting frozen foods should have a minimum thickness of 6 inches of high quality insulating material in a File Table 46.--Amount of insulation in semitrailers used in hauling frozen fruits and vegetables, regulated and exempt motor carriers, 1957 Number of semitrailers by type of for-hire motor carriers :Total regulated: pee oe Regulated : Exempt : :Percent-;: :Percent-; :Percent- ; Item ; age of : Item : age of : Item : age of 2 : total :; : total ; : total ‘Number Percent * Number Percent * Number Percent Thickness of insula- ‘ = Tp Sepa nan eee tion (inches) in; Walls: i ‘ 7 2 or less inches E 64 Le Ss) 47 Lo, * 17 Del 3 and 4 inches * 1,788 63.1 *° 1,612 64.4 ° 176 532 5 and 6 inches "1/982 34.6 ° 844 33.7 ° 138 41.7 TotAdwe ge e/ 2,654" 100.0 2,503 100.0 * =: -331°"-100.0 Floors: 2 or less inches : 64 2e3.1'% 47 1.9 17 5.1 3 and 4 inches ote 520 53.6 : 1,369 54.7 151 45.6 5 and 6 inches 3/1,250 44.1 :; 1,087 43.4 163 49.3 Total. ..... 2/2,834 100.0 : 2,503 100.0 331 100.0 Ceilings: f 2 or less inches g 64 Zeon & 47 1.9 ; 17 Sel 3 and 4 inches : 1,598 56.4 : 1,439 57.5 159 48.1 5 and 6 inches 1/1,172 41.3 : 1,017 40.6 : 155 46.8 Total ...... 2/2,834 100.0 ;: 2,503 100.0 : 331 100.0 1/ Includes 1 exempt trailer with over 6 inches of insulation. 2/ Includes 48 full trailers, of which 39 are regulated and 9 are exempt. 3/ Includes 2 exempt trailers with over 6 inches of insulation. walls, floor, and ceiling, and either a mechanical or dry-ice refrigerating unit with ample capacity to maintain zero temperature over long distances. 24/ An examination of the data in table 46 shows that less than one-half of the trailers reported meet this recommendation on insulation. The types of insulating materials reported as generally used in the 2,834 trailers were: Expanded polyestyrene, glass fiber, and cellular syn- thetic rubber. 24/ Johnson and Breakiron, Protecting Perishable Foods During Transporta- tion by Truck, p. 65. U. S. Dept. Agr. Handbook 105, December 1956. = {2 = Type of Refrigeration Approximately 95 percent of the regulated trailers contained mechanical refrigerating units compared with 89 percent of the exempt trailers. The types of refrigeration used by the 2 groups of carriers in hauling frozen fruits and vegetables were as follows: Mechanical refrigeration, 2,369 regu- lated trailers, 293 exempt trailers; ice bunkers with blowers, 53 regulated trailers, 17 exempt trailers; dry ice on top of the load, 81 regulated trailers, 21 exempt trailers. This latter type of refrigeration excludes those carrier operators who reported using dry ice to supplement their mechanical refrigerating units during some of the extremely hot summer days. Information bearing on the B.t.u. capacity of the different types and models of refrigerating units was considered beyond the scope of the present study. Use of Wall Racks or Strips and Floor Racks Regulated motor carrier operators reported the use of floor racks in 2,197 trailers, and wall rack or strips in 1,722 of the 2,505 trailers used in over-the-road hauling of frozen fruits and vegetables. Exempt motor car- riers reported they used floor racks in 300 of their 331 trailers and wall racks in 193. On a percentage basis, floor racks were used in 88 percent of the regulated trailers and 91 percent of the exempt trailers. On the other hand, 69 percent of the regulated trailers contained wall racks or strips compared with 58 percent of the exempt trailers. Floor racks and wall racks or strips permit the air to circulate around and under the load, thereby enabling the proper temperature to be maintained throughout the trailer. 5 7s} 6 PART VI - EFFECTS OF THE AGRICULTURAL EXEMPTION UPON MOTOR CARRIERS Twenty of the 36 regulated motor carriers indicated that their volume of frozen fruit and vegetable traffic had been reduced, while 18 of 19 exempt carriers reported increases in their overall volume of traffic as a result of the court decisions declaring frozen fruits and vegetables exempt commodities (table 47). 25/ By contrast, 11 of the regulated carriers reported their volume of the frozen fruit and vegetable traffic was greater, and 5 reported it was the same since these commodities were declared exempt. 26/ The ability of many of these carriers to retain or to increase their volume of this traffic is largely due to the fact that they reduced their rates. This is indicated by the replies in table 47 where 18 regulated carrier operators reported they had been forced to reduce rates. 27/ This latter effect was further high- lighted by the comments of 4 operators, 2 of whom reported that the rate structure had lost all stability, while the remaining 2 operators stated that much more work was involved, since each shipment was a separate quotation. In contrast, 60 percent of the processors had reported that motor carrier rates on frozen fruits and vegetables do not fluctuate. 28/ About the same number of regulated carriers (17) also reported their revenues had been reduced. This latter effect could, but not necessarily, result from a reduction in traffic, or a reduction in rates. But if both traffic and rates were reduced, gross revenues would decline. In addition to increased traffic volume, the exempt carriers reported such favorable effects as increased revenues, a reduction in seasonal busi- ness, and increased opportunities for balancing out particular hauls. 25/ One of the exempt motor carrier operators, an intrastate hauler of frozen fruits and vegetables prior to the court decisions, replied that he didn't know whether his volume had increased. 26/ This information was obtained from the 55 motor carriers in reply to the question: "Has your volume of frozen fruit and vegetable traffic been: (a) Greater; (b) the same; (c) less; (d) don't know since these commodities were declared exempt?" In addition to the 16 regulated motor carriers men- tioned above which reported their traffic was greater or remained the same, 20 regulated motor carriers reported their traffic was less. 27/ See also table 48, where 16 regulated motor carriers reported they were meeting competition from exempt truckers by reducing their rates. 28/ See table 27. 74 - sqo0s7o 3utj10de1 6T eee oe : Slate. 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This statement is based on information from 16 of 28 regulated motor carriers reporting methods for meeting competition from exempt carriers, and 4 of 8 regulated carriers reporting metods for meeting competition from private carriers. Two motor carriers also reported that they had reduced their rates, but to a level which was still above that of the exempt carriers. Other methods mentioned by the regulated carrier operators in meeting exempt and private carrier competition were by providing better service and better equipment. At the same time, 5 of the regulated motor carriers reported there was no way to meet the competition from exempt carriers, while 11 reported they could not meet the competition of private carriage. In contrast, 3 regulated carriers indicated they had no competition from exempt carriers, and 14 re- ported they experienced little or no competition from private motor carriers. Exempt Carriers Meeting the rates of regulated carriers and setting a rate level as low or lower than private carrier costs are the more common methods for meeting competition of these carriers according to exempt motor carriers. Seven of 19 exempt carriers reporting methods for meeting competition of regulated carriers and 6 of 11 exempt carriers reporting methods for meeting competition of private carriers replied in this way (table 49). Methods used by exempt carriers to meet competition are ranked about the same in importance as those reported by regulated carriers with rates being number 1 and service factors number 2. Most of the remaining methods used by exempt carriers to meet competition of regulated and private carriers also fall under the general heading of service or service-connected factors. Four of the exempt carriers reported they could not meet the competition of private carriers and 2 reported they had not experienced competition from these carriers. Effect of the Agricultural Exemption Upon Decisions of Motor Carrier Operators in Purchasing New Equipment Twenty-two of the 36 regulated motor carrier operators interviewed in the study stated that they had purchased new equipment during the past year for use in hauling frozen fruits and vegetables; 8 operators said they = 76% *29TIABD ATOJZOW 9YyQ Aq SaeTITpoumos Ydwexsuou sdtys 1osssd.0id ewes dy} 21eYM SaodUBISUT B9sOUuR UT ATUO JT pue {syjuow zoumns oy} BuTAInp ATUO J foTFFeIQ VY DOUBTeq 02 paeuU e ST 919eqR sTBYM Z {(T9YAANZ pozeIOgeyta qou) ATuo saoueqsutT [etoeds ut ¢€ fstTneyyoeq uo ATUO sajer Adwexe vy Jew Avy peztoder ¢ 2SMOTTOJ se S9}81 A2TIIed 1oJOw Ydwaxs 9y} BUTJeeW UO sjJUaMEReIS ATeYI peTJT[enb sated 10}J0M |AOGe 94} JO VATAAL /T 1equnn pejviodezr sem poyjou sowt JO Jequny eo 08 ©8 c8 08 c@ e8@ ee 002 08 ©8 e& e& c8 cf °©2 ©@ 20 e8 cf spoyjow BZurqiodez s1z9TI -189 10}0U paje[N3e1 Jo AaqunN ° ° ° uot3zeiedo xzno ojUT 83TJ [ney ay} usyA d}e1 ATIY WOW “vy * * g9TAIeS Jo AmMouoss pue Moy -Mouy Ino uo sxzossaz0id au} [TES “€ soe ee ee ee ee + gotazas poos ino peutejutew pue usd -1oed QT 43nNoqe sajzel ANO paonpey °Z aa apey ceec is? cats aqeiedo 02 wey? 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In addition, 1 regulated motor carrier said the question was not applicable since the removal of the exemption would not affect his decision to purchase one way or the other. 3/ Four of the 6 motor carriers based their replies on the assumption they would receive operating authority from the ICC if the agricultural exemption were removed from frozen fruits and vegetables. The 2 remaining carriers indicated they had intrastate permits for hauling frozen fruits and vege- tables and thus would need the additional equipment in any event. 4/ Eleven motor carriers based their replies on the assumption they would not be granted operating authority from the ICC if the exemption were re- moved from frozen fruits and vegetables; as a result, there would be no need for the equipment. The remaining motor carrier indicated it would not add to its equipment even if it did receive operating rights. = S0F= APPENDIX Method Used in Selecting the Processors Interviewed in the Study Processors interviewed in the study were selected at random from a master list of 339 frozen fruit and vegetable processors located throughout the country. The 339 firms were stratified by size and by geographic area. The master list was compiled from information published in the Quick Frozen Foods Directory (E. W. Williams Publications, Inc.) and from the Directory of the National Association of Frozen Food Packers. A representative sample of 124 processors was selected from the master list of which 107 were able to provide adequate data for the purpose of this study. Of the 107 firms, 51 were processors of fruit only, 14 of vege- tables, and 42 of both fruits and vegetables. Ninety-three of the processors reported they marketed frozen fruits and vegetables throughout the year; 8 stated they operated from 6 to 11 months of the year; and 6 reported they operated less than 6 months of each year. In addition, 56 percent of the processors reported they had been marketing frozen fruits and vegetables over 10 years; 33 percent stated their marketing © operation extended over a period ranging from 5 to 10 years; and 11 percent reported a marketing operation of less than 5 years. On the basis of the size classification shown below for 1957, 28 of the processors in the study come under the large category; 31 are in the medium range, and 48 are small: Small - Annual shipments of less than 5 million pounds. Medium - Annual shipments of 5 million to 14,999,999 pounds. 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