(2 of 2)
Already the promise of piggybacking has sparked new life in the railroad-equipment industry. General Motors' Electro-Motive Division has designed a special flatcar, 75 ft. long and capable of carrying two trailers, v. one for present cars. The G.M. car can be loaded from the side by means of a forklift, thus making for quicker and more flexible handling than the old-fashioned "circus loading," by which trailers were rolled up a ramp at the end of the car. American Car & Foundry, Bethlehem Steel, Pressed Steel Car and others are ready to manufacture piggyback equipment, and Pullman-Standard has had 500 inquiries about its piggyback flatcar. In Battle Creek, Mich. Clark Equipment Co. is making huge forklifts for loading trailers on the cars.
Many problems must still be ironed out before piggybacking can cash in on its prospects. The Interstate Commerce Commission will soon hold hearings to decide such basic issues as rates and Government regulation. Another unknown is the final stand to be taken by Dave Beck's Teamsters Union. The Teamsters opposed piggybacking on the New Haven, have been restrained from disrupting it only by a court injunction. But Beck, who has gone along with the shipment of trailers by water, now seems resigned. Says he: "We have no objections to piggybacking or any other form of transportation as long as the interests of the drivers are protected." Since "the interests" means jobs, one likelihood is that drivers displaced by piggybacking will be put to work in piggyback terminals.
In short, both the truckers and railroaders now have the opportunity of forging a stronger transport system to the benefit of all. They can thus affirm a fact that has long been obvious to shippers: they are better off as partners than as opponents.