I. I B R A R Y ,
A & M cottscz.
C A M P U S .
TEXAS AGRICULTURAL EXPERIMENT stiioiiiiiiiyilso

A. B. CONN ER, DIRECTOR
COLLEGE STATION, BRAZOS COUNTY, TEXAS

BULLETIN NO. 497 NOVEMBER, 1934

DIVISION OF FARM AND RANCH ECONOMICS

The Mixed Carload in Distribution 0f
Vegetables from the Lower Rio
Grande Valley 0f Texas

 

L I B R A R Y
Agricultural & Mechanical Collage ot Texan

 Station, Texas.

AGRICULTURAL AND MECHANICAL COLLEGE OF TEXAS
T. O. WALTON, President

STATION STAFFT

Administration :
A. B. Conner, M. S., Director
R. E. Karper, M. S., Vice Director
Clarice Mixon, B. A., Secretary
M. P. Holleman, Chief Clerk
J. K. Francklow, Asst. Chief Clerk
Chester Higgs, Executive Assistant
Howard Berry, B. S., Technical Asst.
Chemistry:
S. Fraps, Ph. D., Chief; State Chemist
E. Asbury, M. S., Chemist
F. Fudge, Ph. D., Chemist
C. Carlyle, M. S., Asst. Chemist
. L. Ogier, B. S., Asst. Chemist
. J. Sterges, M. S., Asst. Chemist
Ray Treichler, M. S., Asst. Chemist
W. H. Walker, Asst. Chemist
Velma Graham, Asst. Chemist
Jeanne F. DeMottier, Asst. Chemist
W, E. Merrill, M. S., Asst. Chemist
W. H. Garman, M. S., Asst Chemist
Horticulture :
S. H. Yarnell, Sc. D., Chief
Range Animal Husbandry:
J. M. Jones, A. M. Chief
B. L. Warwick, Ph. D., Breeding Investiga.
S. P. Davis, Wool and Mohair
J. H. Jones, B. S., Animal Husbandman
Entomology:
F. L. Thomas, Ph. D., Chief; State
Entomologist
H. J. Reinhard, B. S., Entomologist
R. K. Fletcher, Ph. D., Entomologist
W. L. Owen, Jr., M. S., Entomologist
J. N. Roney, M. S., Entomologist
J. C. Gaines, Jr., M. S., Entomologist
S. E. Jones, M. S., Entomologist
F. F. Bibby, B. S., Entomologist
**E. W. Dunnam, Ph. D., Entomologist
"R. W. Moreland, B. S., Asst. Entomologist
C. E. Heard, B. S., Chief Inspector
C. J. Burgin, B. S., Foulbrood Inspector

Veterinary Science:
*M. Francis, D. V. M., Chief
H. Schmidt, D. V. M., Veterinarian
"*F. P. Mathews, D. V. M., M. S., Veterinarian
J. B. Mims, D. V. M., Asst. Veterinarian
Plant Pathology and Physiology:
J. J. Taubenhaus, Ph. D., Chief
W. M. Ezekiel, Ph. D., Plant Pathologist
Farm and‘ Ranch Economics:
L. P. Gabbard, M. S., Chief
W. E. Paulson, Ph. D., Marketing
C. A. Bonnen, M. S., Farm Management
3‘,**W. R. Nisbet, B. S., Ranch Management
**A. C. Magee, M. S., Ranch Management
Rural Home Research:
Jessie Whitacre, Ph. D., Chief
Mary Anna Grimes, M. S., Textiles
Sylvia Cover, Ph. D., Foods
Soil Survey:
**W. T. Carter, B. S., Chief
E. H. Templin, B. S., Soil Surveyor
J. W. Huckabee, B. S., Soil Surveyor
Botany:
V. L. Cory, M. S., Acting Chief
Swine Husbandry:
Fred Hale, M. S., Chief
Dairy Husbandry:
O. C. Copeland, M. S., Dairy Husbandman
Poultry Husbandry:
R. M. Sherwood, M. S., Chief
J. R. Couch, M. S., Assoc. Poultry Husb.
Paul D. Sturkie, B. S., Asst. Poultry Husb.
Agricultural Engineering:
H. P. Smith, M. S., Chief
Main Station Farm:
G .T. McNess, Superintendent
Apiculture (San Antonio):
H. B. Parks, B. S., Chief
A. H. Alex, B. S., Queen Breeder
Feed Control Service:
F. D. Fuller, M. S., Chief
James Sullivan, Asst. Chief.

Agronomy: S. D. Pearce, Secretary
E. B. Reynolds, Ph. D., Chief J. H. Rogers, Feed Inspector
R. E. Karper, M. S., Agronomist K. L. Kirkland, B. S., Feed Inspector
P. C. Mangelsdorf, Sc. D., Agronomist S. D. Reynolds, Jr., Feed Inspector
D. T. Killough, M. S., Agronomist P. A. Moore, Feed Inspector
J. T. Vantine, Jr., M. S., Asst. Agronomist E. J. Wilson, B. S., Feed Inspector
J. O. Beasley, M. S., Asst. Agronomist H. G. Wickes, D. V. M., Feed Inspector
Publications :
A. D. Jackson, Chief
SUBSTATIONS

No. 1, Beeville, Bee County:
R. A. Hall, B. S., Superintendent
No. 2, Tyler, Smith County:
P. R. Johnson, M. S., Superintendent

No. 9, Balmorhea, Reeves County:
J. J. Bayles, B. S., Superintendent

No. 10, College Station, Brazos County:
R. M. Sherwood, M. S., In Charge

"*B. H. Hendrickson, B. S., Sci. in Soil Erosion L. J. McCall, Farm Superintendent

**R. W. Baird, M. S., Assoc. Agr. Engineer
No. 3, Angleton, Brazoria County:

R. H. Stansel, M. S., Superintendent

H. M. Reed, B. S., Horticulturist
No. 4, Jefferson County:

R. H. Wyche, B. S., Superintendent
**H. M. Beachell, B. S., Junior Agronomist
No. 5, Temple, Bell County:

Henry Dunlavy, M. S., Superintendent

C. H. Rogers, Ph. D., Plant Pathologist

H. E. Rea, B. S., Agronomist
**E. B. Deeter, B. S., Soil Erosion

N0. 11, Nacogdoches, Nacogdoches County:
H. F. Morris, M. S. Superintendent
**No. 12, Chillicothe, Hardeman County:
**J. R. Quinby, M. S. Superintendent
**J. C. Stephens, M. A., Asst. Agronomist
No. 14, Sonora, Sutton-Edwards Counties:
W. H. Dameron, B. S., Superintendent
I. B. Boughton, D. V. M., Veterinarian
W. T. Hardy, D. V. M., Veterinarian
VO. L. Carpenter, Shepherd
**O. G. Babcock, B. S., Asst. Entomologist
No. 15, Weslaco, Hidalgo County:

"*P. L. Hopkins, B. S., Junior Civil Engineer W. H. Friend, B. S., Superintendent

No. 6 Denton, Denton County:

P. B. Dunkle, M. S., Superintendent
"I. M. Atkins, B. S., Junior Agronomist
No. 7, Spur, Dickens County:

R. E. Dickson, B. S., Superintendent

B. C. Langley, M. S., Agronomist
No. 8, Lubbock, Lubbock County:

D. L. Jones, Superintendent

Frank Gaines, Irrig. and Forest Nurs.

Members of Teaching Staff Carrying

G. W. Adriance, Ph. D., Horticulture

S. W. Bilsing, Ph. D., Entomology

D. Scoates, A. E., Agricultural Engineering
A. K. Mackey, M. S., Animal Husbandry
R. G. Reeves, Ph. D., Biology

*Dean, School of Veterinary Medicine.

S. W. Clark, B. S., Entomologist
W. J. Bach, M. S., Plant Pathologist
J. F. Wood, B. S., Horticulturist
No. 16, Iowa Park, Wichita County:
C. H. McDowell, B. S., Superintendent
L. E. Brooks, B. S., Horticulturist
No. 19, Winterhaven, Dimmit County:
E. Mortensen, B. S., Superintendent
"L. R. Hawthorn, M. S., Horticulturist

Cooperative Projects on the Station:

J. S. Mogford, M. S., Agronomy
F. R. Brison, M. S., Horticulture
W. R. Horlacher, Ph. D., Genetics
J. H. Knox, M. S., Animal Husbandry
A. L. Darnell, M. A., Dairy Husbandry

fAs of October 1, 1934

"In cooperation with U. S. Department of Agriculture.

iIn cooperation with Texas Extension Service.

In their efforts to diversify plantings, vegetable growers in the
Lower Rio Grande Valley have been greatly aided by the mixed
carlo-ad, since it facilitates shipments of new vegetables to the
markets of the United States and Canada. Furthermore, after
the production of a wide variety of vegetables had been established,
the mixed carload offered and continues to offer the means of
shipping them to market. The mixed carload has been a factor
in lengthening the marketing season for these growers. It has
been particularly influential in increasing fall and winter ship-
ments.

No division can be made on the basis of size between what may
be termed mixed carload and straight carload markets. Mixed
carload shipments are becoming increasingly popular in the larger
cities. As to per capita receipts, mixed carloads are much more
important in small markets than in large. Mixed carloads have
expanded the outlet for staple vegetables in the small markets
and for specialty vegetables in the large markets. A

Small markets receive mixed carloads because their capacity
is too small to accept straight carloads of the various vegetables.
Large markets receive mixed carloads for numerous reasons: the
straight carload may be too large a unit for the various specialty
vegetables; more frequent receipts in the mixed carload insure
greater freshness; the jobber wishing to play the role of receiver
finds the mixed carload suited to his purposes both as to variety of
vegetables and quantities; and the mixed carload aids the car-
lot receiver to assemble a greater variety in a smaller number of
carloads‘ than is possible through straight carloads.

In satisfying requirements for vegetables, specific mixed car-
loads are of greater importance in small markets than in large
and carloads filled according to F. O. B. order and running to
many commodities are relatively of greater significance in ship-
ments to these markets. Mixed carloads filled without reference
to specific orders and consigned, of course, find their freest outlet
in the larger markets.

The chief outlet for mixed carloads from the Lower Rio Grande
Valley, in early years, was to cities in Texas and surrounding
states. Today, these markets are supplied largely through motor
truck shipments. The main outlet for mixed carloads, today,
is to the larger cities, on the one hand, and to the smaller cities,
on the other hand, too distant for motor truck shipments either
from the area 0f production or from the larger distributing centers.

CONTENTS

Page
iIntroduction ____ _. 5
Object of Study and Source of Data 5
Development of Mixed Carload Shipments ____ _. 6
The Mixed Carload as a Means of Distributing Vegetables ...................... -_ 7

Mixed Carload Shipments Reduced to Straight Carload Equivalents.-- 7
Mixed Carload Shipments Have Expanded Markets for Vegetables 9

Mixed Car-loads Have Facilitated Diversified Plantings ....................... _-13
Weekly Shipments of Various Vegetables in Mixed Carloads ......... -17
Mixed Carload Shipments Stimulated by Liberalization of Rules

as to Freight Rates and Minimum Weights _____________________________________ "20
Shipment of Specialty Vegetables Increased by Changes in

Rules as to Freight Rates on Mixed Carloads .................................... -.23
Need for Standardization of Minimum Weight Requirements __________ _.24
Mixed Carload Shipments Modified by Motor Truck Shipments _____ .- 25
Mixed Carload Destinations According to Size of City ________________________ ~28
Mixed Carload Receipts Highest on Per Capita Basis in Small Cities 31
Mixed Carload Adaptable for Shipment to Large Cities ______________________ -33
Mixed Carload Shipments Possess Some Undesirable Features _____ -35

Mixed Carload Sales Predominantly F. O. B. in Small Markets _____ _.37

Summary __33

BULLETIN NO. 497 NOVEMBER, 1934

THE MIXED CARLOAD IN DISTRIBUTION OF
VEGETABLES FROM THE LOWER RIO
GRANDE VALLEY OF TEXAS

W. E. PAULsoN*

Commercial vegetable production in the Lower Rio Grande Valley of
Texas has developed during the past twenty-five years. Growers pioneer-
ing in vegetable production in that area did not find a ready-made
marketing system. Instead, they had to resort largely to their own
ingenuity in finding outlets for their produce. Individual express ship-
ments consigned to commission merchants and retailers, and even to local
express agents, in nearby cities, represented the chief manner of marketing
in the early stages. Distribution through express shipments is expensive
and can be supported only by payment of high prices on the part of the
consumer. Freight charges on a carload of mixed vegetables would be
considerably less than express charges on an equivalent quantity of
produce broken up into a great number of small express shipments.
Points reached by express would be accessible to mixed carloads at a
saving in cost of transportation; an outlay equivalent to that on express
shipments would carry mixed carloads to much more distant markets.

A Increasing production necessitating lower prices to consumers and wider

 

distribution made imperative a turning of attention to the mixed carload
as a means of distribution. Furthermore, individual express shipments
lead to more or less blind consigning with consequent gluts and famines.
The specialized shipping agency required to handle mixed carloads would
stand a much better chance of gaining accurate and timely information
regarding market conditions than the grower-shipper. The mixed car-
load directed to a glutted market can quite easily be reconsigned to some
other more favorable market; whereas express shipments are, virtually,

not open to reconsignments. From an unimportant and unimpressive role

in the distribution of vegetables a few years ago, the mixed carload has
now attained such proportions as to justify an evaluation of its significance.

OBJECT OF STUDY AND SOURCE OF DATA

The object of this study is that of determining the importance of the
mixed carload in the distribution of vegetables produced in the Lower Rio
Grande Valley. More specifically, it seeks to ascertain the influence
of the mixed carload upon demand for vegetables to the extent that such
shipments open the small markets to carload shipments, facilitate move-
ment to the large markets, make easier the marketing of specialty vege-
tables, lengthen the marketing period, and offer a means of reaching the

‘I wish to acknowledge my indebtedness to the following shippers for their helpful
cooperation in making available their complete records on mixed carload shipments:
Alexander Marketing Company, San Benito; Gulf Vegetable and Fruit Company, Inc.,
Weslaco; McDavitt Brothers, Brownsville; and Wade and Newton, San Benito.

6 BULLETIN NO. 497, TEXAS AGRICULTURAL EXPERIMENT STATION

market with new vegetables and thus encourage the growing and market-
ing of a greater diversity of produce.

The chief sources of data and information used in this study were
as follows:

1. Data secured from records on vegetable shipments of local shippers.

2. Records on carload shipments from the Lower Rio Grande Valley and data on unloads
in sixty-six cities, compiled by the Market News Service of the United States Department
of Agriculture.

3. Records on carload shipments compiled by the two railroad companies serving the
Lower Rio Grande Valley.

4. Personal interviews with local shippers and growers.

5. The files of such local newspapers as the San Benito Light, the Mercedes Tribune,
the Mercedes News, the Brownsville Herald, and the Edinburg Valley Review.

DEVELOPMENT OF MIXED CARLOAD SHIPMENTS

Yearly shipments of mixed and straight carloads of vegetables from
the Lower Rio Grande Valley are shown in Figure 1. The relative im-
portance of mixed and straight carload shipments is shown in Figure 2.

i!

imam)
fismmm

MIXED
STRAIGHT

S

PERCENTAGE OF TOTAL CARLOADS

NUMBER 0F CARLOADS IN THOUSANDS

 

Fig. 1. Relative importance of mixed a1
straight carload shipments of vegetabl
from the Lower Rio Grande Valley l

Fig. 1. Number of mixed and straight carloads Shlpplng $995095-
of vegetables shipped from the Lower
Rio Grande Valley by shipping seasons.

During the periods 1910-11 to 1915-16, 1916-17 to 1920-21, and 1921-22 to
1925-26, mixed carloads constituted 8.9, 16.2, and 33.0 per cent, respectively,
of total shipments. During the period 1926-27 to 1930-31, mixed carloads
declined to 31.9 per cent, a drop of 1.1 per cent from the figure of the
preceeding period- This loss in relative importance of mixed carloads
can largely be accounted for by two developments of recent years. In

MIXED CARLOAD VEGETABLE DISTRIBUTION FROM RIO GRANDE VALLEY 7

the first place, movement of vegetables by motor truck out of the Lower
Rio Grande Valley has increased decidedly during the past few years. The
markets within reach of motor trucks are relatively more important out-
lets for mixed carloads than for straight. Thus the motor truck move-
ment has replaced a larger proportion of mixed carloads than straight.
In the second place, a marked increase in carload shipments of tomatoes
and green corn has occurred in recent years. These commodities are of
negligible significance in mixed carload, shipments. If shipments of
tomatoes and green corn be eliminated from both mixed and straight
carload totals for the last two periods, the relative importance of mixed
carloads of the total increased by 1.4 per cent during the period 1926-27
to 1930-31, as compared with the preceding period.

An appreciation of the advantages of mixed carload shipments did.

not have the immediate effect of greatly increasing that type of move-
ment. In the early period, growers made but slow progress in the
direction of diversified plantings of vegetables necessary to support mixed
carload shipments. Furthermore, a transition from small-lot express to
mixed carload shipments is not easily accomplished. Growers who have
developed their own express outlets are usually reluctant to give up this
method of marketing. The mixed carload had to await the development
of specialized marketing agencies—-the carload shipper at point of origin
and the carload receiver at point of destination.

THE MIXED CARLOAD AS A MEANS OF DISTRIBUTING
VEGETABLES

A determination of the kind and quantity of vegetables shipped in
mixed carloads is of fundamental importance in analyzing the role of
the mixed carload in distribution. This aspect of the study could best be
attained through the analysis of sample data. A representative sample
must include carloads shipped:

1. From all, or a large proportion of all local shipping Points;

2. During the entire shipping season;

3. To representative markets, both as to size and geographical location;

4. Under the various types of sale, principally F. O. B. and consignment.
Such a sample was obtained through the cooperation of four shippers
in the Lower Rio Grande Valley. L

Mixed Carload Shipments Reduced to Straight Carload Equivalents

The carload is the accepted unit of data relating to vegetable ship-
ments. For this reason, the content of mixed carloads may most con-
veniently be expressed in terms of straight carload equivalents. The
general procedure followed in arriving at the straight carload equivalents
of the various kinds of vegetables in mixed carloads was as follows: for
the period 1910-11 to 1925-26, tabulations were made, by shipping year,
of the various kinds of vegetables, by shipping unit, contained in the sample
carloads. Such totals were then reduced to straight carload equivalents

8 BULLETIN NO. 497, TEXAS AGRICULTURAL EXPERIMENT STATION

by dividing them by the number of units, or volume, of such commodities
in a straight carload. (The weight of a bushel and a Los Angeles crate
of the various vegetables, the number of bushels and crates in a carload,
and the minimum weight of a carload are shown in Table 1). After the
straight carload equivalents of all vegetables in the sample had been
Table 1. Weights of standard containers, usual number of containers to the cal-load, and

minimum weight of carloads.

Weight in Usual number of containers

poundsl in a carload” g m»;

5 '4’ "c:

. ' 5f, s:
Commodity ' mlgg WE” ggmg ‘Um ‘Um 13g Egg
a  a      = V

< < c, <n e e Se.

Anise 40 65 | 440 270 17,500
Beans, snap 35 82 I 575 250 20,000
Beets 553 76 I 476 368 640 I 24,000
Broccoli 25 58 700 640 17,500
Cabbage 50 85 320 250 500 12.57“ 24,000
Carrots 553 70 476 368 640 24,000
Cauliflower 37 427 540 5007 20,000
Chickory 25 55 700 320 17,500
Collards 25 58 800 345 20,000
Corn 55 I 72 500 | 24,000
Cucumbers 52 415 20,000
Dandelion 25 55 700 320 17,500
Egg Plant 36 81 550 250 20,000
Endive 25 45 700 390 17,500
Escarole 25 45 700 390 17,500
Kale 25 59 700 300 17,500
Kohlrobi 45 69 450 290 20,000
Lettuce 25 55 700 390 17,500
Mustard 25 45 700 390 17,500
Okra 38 530 20,000
Onions, dry 56 250 500 5608 24,000
Onions, green 38 57 530 355 20,000
Parsley 21 55 846 320 17,500
Peas, English 33 52 600 330 20,000
Peppers 28 459 660 4009 17,500
Potatoes 56 250 500 24,000
Radishes 35 71 770 368 640 24,000
Romaine 25 56 700 320 17,500
Shallots 22 53 800 330 20,000
Spinach 20 54 828 390 17,500
Squash 48 420 20,000
Tomatoes 33* 235 6604 8965 20,000
Turnip Greens I 25 55 I 700 320 17,500
Turnips I 503 70 I 520 368 640 I I 24,000

lData. furnished by Missouri Pacific Lines.

ZData chiefly from mimeographed report, “Table of Number of Packages per Carload”,
Bureau of Agricultural Economics, January, 1933.

3Without tops.

‘Lugs.

5Mississippi crates.

“Tons, bulk

7Cauliflower crates.

8Onion crates.

“Pepper crates.

MIXED CARLOAD VEGETABLE DISTRIBUTION FROM RIO GRANDE VALLEY 9

determined for a given season, the percentage that the volume of each
vegetable was of the total carloads in the sample was computed. These
percentages were then applied to the total number of mixed carloads
shipped during that season.

For the period 1926-27 to 1930-31, the sample being much larger abso-
lutely and relatively, was sorted not only according to shipping season,
but also according to week of shipment and size of city to which shipped.
The straight carload equivalents of the sample for the weekly period
and according to size of market were then determined and the volume
of each vegetable expressed in percentage of the total in the sample.
The percentages the various vegetables constituted of the weekly sample
were then applied to the total mixed carload movement for the corres-
ponding week and destinations. Straight carload equivalents of the vege-
tables shipped in mixed carloads from the Lower Rio Grande Valley
during the twenty-one shipping seasons, 1910-11 to 1930-31, are shown
in Table 2. Straight carload shipments for the same period are shown
in Table 3.

Mixed Carload Shipments Have Expanded Markets for Vegetables

Average weekly shipments, by periods, of mixed carloads from the
Lower Rio Grande Valley are shown in Figure 3. It is manifest that the
expansion in volume of vegetables finding outlet through the mixed car-
loads has been brought about in two ways: the number of weeks during

/\ ‘MIXED
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6

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OCT NOV DEC. JAN FEB MAP APR MAY JUNE JL '
wax eunme w’ M‘ “N END,“
Fig. 3. Weekly shipments of mixed carloads Fig. 4. Weekly shipments of mixed and straight
of vegetables from the Lower Rio carloads of vegetables from the Lower
Grande Valley. Averages for periods. Rio Grande Valley. Averages of five-

year period, 1926-27 to 1930-31.

10 BULLETIN NO. 497, TEXAS AGRICULTURAL EXPERIMENT STATION

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MIXED CARLOAD VEGETABLE DISTRIBUTION FROM RIO GRANDE VALLEY 11

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12 BULLETIN NO. 497, TEXAS AGRICULTURAL EXPERIMENT STATION

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MIXED CARLOAD VEGETABLE DISTRIBUTION FROM‘ RIO GRANDE VALLEY 13
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MIXED CARLOAD VEGETABLE DISTRIBUTION FROM RIO GRANDE VALLEY 15

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16 BULLETIN NO. 497, TEXAS AGRICULTURAL EXPERIMENT STATION

which shipments have been made from the Lower Rio Grande Valley has
decidedly increased in more recent years; the peak movement of a few
weeks characteristic of the first three periods, has yielded to a heavy
movement over a long season during the last period. In earlier years,
growers produced primarily for the spring market; growers of today pro-
duce also for fall and winter markets.

As a further means of emphasizing the role of mixed carloads shipments,
a comparison of average weekly shipments of mixed and straight car-
loads for the period 1926-27 to 1930-31, is presented in Figure 4. The
shipping season opens with mixed carloads predominant. While mixed
carloads constituted 31.9 per cent of total shipments for that period,
they made up more than fifty per cent of total shipments for the months
of October, November, and December. Unquestionably, the volume of vege-
tables shipped from the Lower Rio Grande Valley has been augmented
by mixed carload shipments. This is particularly true of shipments during
fall and early winter.

Mixed Carloads Have Facilitated Diversified Plantings

Table 6 shows the relation between numbers of vegetables shipped, by
periods, in mixed and straight carloads. It is evident, as new vegetables
are introduced, that shipments occur first in mixed carloads followed
later by shipments in straight carloads.

Diversification of vegetable plantings in the Lower Rio Grande Valley
has been encouraged and facilitated by mixed carload shipments. The
introduction of new vegetables usually involves risks both as to their
adaptability to soil and climatic conditions and as to market outlets.

Table 6. Number of kinds of vegetables skinned-in mixed and straight carloads.

Least number Greatest number
any year any year Total number
Periods
Mixed Straight Mixed Straight Mixed Straight
1910-11 to 1915-16 6 3 9 5 17 5
1916-17 to 1920-21 6 4 15 7 19 8
1921-22 to 1925-26 19 11 20 13 25 13
1926-27 to 1930-31 2s 22 3s 25 _439____"__a1_

Express shipments offer an opportunity of placing the new commodities on
the market but the territory opened is usually limited to relatively nearby
consuming centers. This is also true of shipments by motor truck. If
distant markets could be reached only through straight carload shipments,
shippers would obviously need to assume the risk of moving a few car-
loads to a small number of markets. If, on the other hand, small
quantities of the commodity could be loaded into a considerable number of

MIXED CARLOAD VEGETABLE =DISTRIBUTION FROM RIO GRANDE VALLEY 17

mixed carloads with established market outlets, a wide distribution could be
effected with a minimum of risk.

Thus the 'mixed carload is an important instrument in the process of
experimenting with the growing and marketing of new vegetables. This
role of the mixed carload has by no means come to an end. During the
period 1926-27 to 1930-31, more than a dozen new vegetables were introduced
in the Lower Rio Grande Valley. Their volume of production was small
and movement primarily by express and motor truck to nearby markets
and in mixed carloads to distant markets. If any, or all, of these vegetables
prove adaptable to conditions obtaining in that area, and if market outlets
can be expanded through mixed carload shipments, volume of production
will undoubtedly be increased and movement in mixed and straight car-
loads augmented.

Two important factors influencing the volume of perishables which
growers can produce for market are: the length of the shipping season;
and the daily volume which markets will absorb. Diversified plantings
of vegetables in the Lower Rio Grande Valley have increased both the
length of the shipping season and the daily volume which markets can
absorb. To the extent, then, that mixed carloads have fostered diversified
plantings of vegetables, they have been a factor in stimulating an increased
volume of marketable produce.

Weekly Shipments of Various Vegetables in Mixed Carloads

The seasonal aspect of mixed carload shipments is indicated in Table 4,
which gives average weekly ship-

ments for the period 1926-27 to wwm-szgazilgozrggrrgo

1930-31, of the various vegetables
moved in mixed carloads. Table 5
shows average weekly shipments
of the more important vegetables
in straight carloads. During Nov-
ember and December, 43.7 per cent
of the total volume of cabbage and
80.3 per cent of c a r r o t s were
shipped in mixed carloads, whereas
for the whole season, 24.6 per cent
of cabbage and 51.8 per cent of car-
rots moved in mixed carloads. In
the case of potatoes, for the first

N0. 0F CARLOADS

seventeen weeks of the shipping
season, 69.9 per cent of the total
volume moved in mixed carloads,

whereas for the whole season, 23.6
0 NOV DEC JAN FEB MAR APR WY JUNE

per cent of the total volume moved U wean ENDING

- - Fig. 5. Marketing season of vegetables shipped

m mlxed carbads- from the Lower Rio Grande Valley.

18 BULLETIN NO. 497, TEXAS AGRICULTURAL EXPERIMENT STATION

At the present time, vegetables start moving to market, in a small
way, early in October and continue

    

"" ‘MIXED sans into July, a span of more than forty
52-35mm"? p, , , weeks. During the last five-year
1M3 I -- period, fifty per cent of the total

I Mm CARROTS volume, both mixed and straight,
'°° STRAIGHT moved during the ten-week period,
5° March 3 to May 11. As an aid in
°e - can .1:_@~<»sm~<mmg 23:; :2£-'°£g°‘@ visualizing the seasonal movements

Nov DEC JAN FEB MARCH APRIL. l MAY JUNE JL

of the various vegetables shipped
from the Lower Rio Grande Valley,
Figure 5 is presented, showing,
without reference to volume, the
period of weeks that each of the
more important vegetables are
shipped to market.

Weekly shipments in mixed and
straight carloads of the eight most
important vegetables representing
86.4 per cent of total mixed and
96.5 per cent of total straight car-

JAN ‘ MAY loads are shown in Figures 6 to 8,

Figure 6. Weekly shipments of beets, carrots, inclusiva According to the nature
and cabbage in mixed and straight car- of weekly shipments, these vege-

loads. Averages of five-year period, tables may be divided into three

1926-27 to 1930-31. Note long marketing
season and heavy volume, gr0upS_

MIXED
STRAIGHT

N0. CARLOADS

 

Group 1. These vegetables have a long shipping season as well as a long period of heavy
shipments. Cabbage, carrots, and beets, which make up this group, accounted
for 65 per cent of total shipments in mixed carloads and 57 per cent in
straight.

Group 2. These vegetables also have a long shipping season, but they have a long period
of light shipments in fall and winter, and a short period of heavy shipments in
spring. Potatoes and onions make up this group.

Group-3. These vegetables have a fall movement and then drop out during the winter
to reappear in spring and early summer. Beans, tomatoes, and green corn
belong to this group.

In their relationship to mixed carload shipments, tomatoes and green
corn possess several features distinctly different from those of the other
vegetables under consideration. In the first place, their period of heavy
shipment comes late in the season after the movement of other vegetables
has largely ceased. This loss in variety of vegetables available lessens the
opportunities of their appearing in mixed carloads. In the second place,

tomatoes and green corn are not adapted to shipment in the same carload,
as the former usually moves under ventilation and the latter under
refrigeration. Hence a two-commodity mixed carload of tomatoes and
green corn has never developed to rival the two-commodity mixed carload
of beets and carrots.

MIXED CARLOAD VEGETABLE DISTRIBUTION FROM RIO GRANDE VALLEY 19

In comparison with the various areas of commercial vegetable production

in the United States, the Lower Rio
Grande Valley enjoys a long favor-
able growing season. Fortunately,
for growers of this section, a large
part of this growing season corre-
sponds with. an active demand in
the markets of the country for the
produce grown. The introduction
of beets and carrots, commercially,
about 1921-22, has been of momen-
tous importance in the vegetable
enterprise of this area. These vege-
tables have a long growing season
and enjoy a relatively large market
demand. Not only did they offer
the possibility of developing the
popular beet and carrot mixed car-
load, but they greatly increased the
opportunities for shipping s 11¢ h

N0. CARLOADS

 

flsmmonr

J

AN
WEEK

Fig.7. Weekly shipments of onions and po-

tatoes in mixed and straight carloads.
Averages of five-year period, 1926-27
to 1930-31. Note period of light ship-
ments followed by period of heavy ship-
ments.

vegetables as cabbage, potatoes, beans and the like, in mixed carloads

m
my

   

5°" snuucur

  

flsrrzxuent

N0. CARLOIDS

FEB MAR _
WEEK [NOD46

 

NOV

DEC

Fig.8. Weekly shipments of beans, corn, and
tomatoes in mixed and straight ear-
loads. Averages of five-year Deflfld:
1926-27 to 1930-31. Note light fall and
heavy spring shipments.

with either beets or carrots, or
with both. Beets and carrots largely
accounted for the change in week-
ly shipments of mixed carloads
during the periods, 1920-21 to 1925-
26 and 1925-26 to 1930-31 (Figure
3) as contrasted with those of the

two earlier periods.

The weekly movements of the
various vegetables in mixed and
straight carloads reflect both the
length of the growing period and
the season of marketing opportun-
ities. Vegetables assuming leading
rank from the standpoint of vol-
ume in mixed carloads seem to be
characterized by: 1. Long market-
2. Heavy and stable
3. Adaptability to mixing

ing season.
demand.
with other vegetables in same car-
load.
rent with that of numerous other

4. Marketing season concur-

vegetables.

20 BULLETIN NO. 497, TEXAS AGRICULTURAL EXPERIMENT STATION

A measure of significance of the mixed carload in the distribution of
vegetables from the Lower Rio Grande Valley is to be found in the relation
of the volume of specific commodities shipped in mixed and straight car-
loads. As to the relative volume shipped in mixed and straight carloads,
vegetables may be classified into three groups:

Group 1. Straight carload shipments were relatively most important, in this group, as
mixed carloads accounted for but 21.8 per cent of the total. The vegetables in

this group were cabbage, potatoes, green beans, onions, tomatoes, green corn, and
parsley.

Group 2. The volumes shipped in straight and mixed carloads were nearly equal in this
group, mixed shipments accounting for 51.1 per cent of the total. Carrots and
beets composed this group.

Group 3. Shipments in mixed carloads predominated in this group, which included all
other vegetables except those in the two groups as indicated above. Mixed carload
movements constituted 73.5 per: cent of total shipments. While the volume of
vegetables in this group was relatively small, still potentialities are not to
be overlooked. Without the mixed carloads these vegetables would undoubtedly
have been of much less importance than they are at present.

As for the importance of a given vegetable in the mixed carload ship-
ments, at least three tests may be applied: first, the percentage of the
total mixed carload movement that it accounted for; second, the percent-
age of all mixed carloads containing that vegetable; and finally, the
percentage of the volume that it constituted of all mixed carloads containing
that vegetable. These measures as applied to the twenty most important
vegetables in mixed carload shipments are shown in Table 7. As to great-
est relative importance in mixed carload shipments, cabbage led with
27.9 per cent of the total volume. Carrots were a close second with 25.6
per cent. As to greatest frequency of occurrence in mixed carloads,
carrots led with 78.2 per cent; beets with 66.5; and cabbage with 60.8 per
cent were next in line. That cabbage was dominant in mixed carloads con-
taining that commodity was evident from the fact that it averaged 45.9
per cent of the total volume of such shipments. Carrots with 32.7 per
cent and potatoes with 23.9 per cent were next in order.

Mixed Carload Shipments Stimulated by Liberalization of Rules as to
Freight Rates and Minimum Weights

In general, carload lot freight rates on a hundred pounds from points
in the Lower Rio Grande Valley to the various markets are the same
for vegetables in the 17,500- and 20,000-pound groups. (Minimum weights
for carloads of the various vegetables are shown in Table 1.) Rates on
vegetables in the 24,000-pound group are about 25 per cent less than those
in the other two. In the 24,000-pound group, however, there are three
exceptions. Onions (dry) and potatoes take a rate about eight per cent
lower than for the regular group; green corn takes the same rate as appli-
cable to vegetables in the 17,500- and 20,000-pound groups.

Loading a carload with mixed vegetables having the same freight rates
and minimum weights causes no complications from the standpoint of
rates and minimum weights. But when vegetables having different rates
and minimum weights are mixed, a situation arises that straight carload

MIXED CARLOAD VEGETABLE DISTRIBUTION FROM RIO GRANDE VALLEY 21

schedules do not cover. Then the problem must be faced as to minimum
weights to be fixed and rates to be charged.

During the early years of mixed carload shipments from the Lower Rio
Grande Valley, no differences were made as to rates on vegetables, whether
in straight or mixed carloads. Most of these mixed carloads were shipped

Table. 7. Relative importance of various vegetables in mixed carload shipments based on
averages of fivaryear period, 1926-27 to 1930-31.

Percentage Percentage Percentage

. given commodity 0 given commodity
Commodities is of mixed carloads is of mixed car-
mixed carload containing loads containing
shipments given commodity given commodity
Cabbage 27.9 60.8 45.9
Carrots 25.6 78.2 32.7
Beets 11.3 66.5 17.0
Potatoes 9.0 37.6 23.9
Beans 4.8 23.1 20.8
Turnips 4.4 32.2 13.7
Spinach 3.0 25.5 11.8
Onions ‘ 2.5 21.3 11.7
Tomatoes 2.2 8.9 24.7
Mustard 1.4 15.3 9.2
Corn 1.1 6.6 16.7
Squash 1.0 14.3 7.0
Broccoli 0.9 4.9 18.4
Parsley 0.9 13.6‘ 6.6
Turnip Greens 0.8 5.7 14.0
Egg Plant 0.6 4.6 13.0
Peppers 0.5 4.9 10.2
Radishes 0.4 5.7 7.0
Peas 0.4 6.8 5.9
Cucumbers 0.3 4.6 6.5
Miscellaneous 1.0

t0 markets within Texas. During the period 1910-11 to 1915-16, cabbage
and potatoes made up the bulk of shipments in mixed carloads. More than
70 per cent of the mixed carloads contained but two commodities with
carloads of three commodities accounting for an additional 20 per cent.

22 BULLETIN NO. 497, TEXAS AGRICULTURAL EXPERIMENT STATION

As mixed carloads with four or more vegetables became more common,
and as markets outside of Texas became of greater importance, early
simplicity vanished.

According to rules adopted in 1916, the rate on vegetables in a mixed
carload was fixed as that of the vegetable, or group, having the higher,
or highest, rate and the minimum weight as that of the vegetable,
or group, having the higher, or highest, minimum. These rules clearly
placed mixed carload shipments, as a group, under a severe handicap as
contrasted with straight carload shipments. In mixed carloads composed
of vegetables from the 24,000-pound class and from one, or both, of the
other two, the relative quantity of the former runs high. This meant,
under the old rule, that vegetables of minor importance in the load from
the standpoint of quantity advanced the rate on vegetables composing the
major portion of the load. The highest-rate rule placed an advantage on
mixed carloads loaded heavily with the higher-rated vegetables and lightly
with the lower-rated. That is, in a carload of spinach and cabbage, the
greater the quantity of spinach, the less the penalty against the cabbage
completing the load. Heavy loadings of spinach, or other vegetables of
that type, however, were precluded by at least two factors. In the first\
place, the relative bulkiness of spinach restricts loadings to a maximum of
about 38 per cent in order to leave sufficient space for cabbage so as to
make possible a minimum weight of 24,000 pounds. In the second place,
the relative volume of the various vegetables which might be loaded, was
not under such control on the part of the shipper as would insure load-
ings of minimum penalty, but instead was determined by the relative
demand in the markets to which shipped.

For many years growers and shippers of the Lower Rio Grande Valley
sought to obtain more favorable freight rates and minimum weight require-
ments on mixed carloads. A new ruling as to rates and minimum weights
was made effective for the Southwest Territory in 1928, and for the rest
of the United States, with minor exceptions, in February, 1930. As to rates
under the new rule, each vegetable takes its own straight carload lot rate
in the mixed carload. As to minimum weights, no uniformity obtains
at the present time. In the main, three“ rules are in force. The first rule
makes the minimum to be 20,000 pounds, regardless of the minimum of
the vegetables in the mixture; this rule applies to shipments to all markets

in Texas and to the territory adjacent to Denver, Colorado. The second
rule declares the minimum to be that of the vegetable, or group, in the
mixture having the higher, or highest, minimum, provided this vegetable,
or group, makes» up 25 per cent or more of the total weight of the car-
load; this rule applies to the Southwest Territory other than Texas and
to the Southeastern Territory. The third rule declares the minimum to
be that of the vegetable, or group, in the mixed carload having the higher,
or highest, minimum; this rule applies to Eastern, Official, and Western
Territories.

MIXED CARLOAD VEGETABLE DISTRIBUTION FROM RIO GRANDE VALLEY 28

Shipment of Specialty Vegetables Increased by Changes in Rules as
to Freight Rates on Mixed Carloads

The data on mixed carload shipments for the five-year period, 1926-
27 to 1930-31, include the last year, 1926-27, that the old rule was in
full force, and the first year, 1930-31, that the new rule was in full
force. A comparison of mixed carloads composed of different-rated com-
modities for 1926-27 and 1930-31, shows that the following changes have
occurred: y

1. Such shipments rose from 59.2 per cent of all mixed carloads in
1926-27, to 79.5 per cent in 1930-31, an increase of 25 per cent. This is an
indication that shippers were responding to the greater flexibility bf the
new rule.

2. Of the total of such shipments, the percentage destined to nearby
markets in the West South-Central States (Texas, Oklahoma, Louisiana, and
Arkansas) declined from 58.6 in 1926-27, to 26.4 in 1930-31. Under the
old rule the penalty against the lower-rated vegetables was less felt on
shipments to nearby markets; hence the relative importance of nearby
markets for such carloads. The decided increase in relative importance of
distant markets as outlets for mixed carloads of different-rated vegetables
under the new rule is an indication of far-reaching changes in the make-
up of mixed carloads loaded for such markets. _

3. Vegetables in the 17,500-pound minimum weight group rose from
6.2 per cent of the total weight of carloads containing such commodities
in 1926-27 to 15.0 per cent in 1930-31; vegetables in the 20,000-pound
minimum weight group declined from 22.4 per cent of the total weight of
carloads containing such commodities in 1926-27 to 18.7 per cent in 1930-31.
This increase of 240 per cent in shipments of vegetables of the 17,500-
pound group can be accounted for through the opening up of the distant
markets to different-rated combinations brought about by the new rule
of each commodity taking its own carload lot rate. While the new rule
was in the process of being realized, growers had been encouraged to ex-
pand their production of specialty vegetables on the strength of expanded
market outlets for such vegetables under the new schedule. The decline of
17 per cent in shipments of vegetables of the 20,000-pound group can
largely be explained in terms of the relative decline in shipments of mixed
carloads to Southern markets, as vegetables of this group have their
chief outlet in those markets.

4. The total number of the two-commodity mixed carloads of beets
and carrots dropped from 1,534, or 28 per cent of total mixed carloads
shipped in 1926-27, to 552, or 8 per cent of total mixed carloads shipped
in 1930-31. Of total shipments of beets and carrots in all mixed carloads,
the two-commodity beets and carrots accounted for 75 and 76 per cent,
respectively, in 1926-27, and 35 and 23 per cent, respectively, in 1930-31.
One of the reasons for the importance of the two-commodity beets and
carrots during the former season was due to the fact that both com-
modities had the same rate and minimum Weight. This type of carload

24 BULLETIN NO. 497, TEXAS AGRICULTURAL EXPERIMENT STATION

was popular for shipment to distant markets, especially to the New
England and Middle Atlantic States. The decided increase in shipments
of beets and carrots in the general mixed carload during 1930-31, reflected
the favorable consequences of the changes in freight rates applicable to
mixed carloads.

Need for Standardization of Minimum Weight Requirements

Variations in rules as to minimum weights are somewhat confusing
and may prove costly to the shipper in the event of a: necessity to divert
or reconsign a mixed carload. Take, for instance, a mixed carload of
spinach and cabbage loaded to a minimum of 20,000 pounds for a
market in Texas. If the carload contains 5,000 pounds, or more, of cabbage,
a diversion to any other market in the Southwest Territory, or to any
point in the Southeastern Territory, Would make a 24,000-pound minimum
operative. Consequently, freight charges on a deficiency of 4,000 pounds
would have to be paid. Diversion to any market in Official, Eastern, or
Western Territories, regardless of the amount of cabbage in the mixture,
would make the 24,000-pound minimum effective. If a shipper of a mixed
carload wishes to keep open all markets in case of a need to divert, he
must load a minimum weight according to that of the vegetable, or group,
in the carload having the higher, or highest, minimum. This means that
the old rule as to minimum weights, with important qualifications, is still
in force.

It is to the advantage of shippers and receivers to load at least up
to the minimum weight. Any deficiency in weight which must be paid
for means an increase in freight rates. Most of the vegetables in the
20,000-pound group, may be loaded to a minimum of 24,000 pounds. The
mixing of such vegetables, no matter what the proportion, with vegetables
of 24,000-pound minimum, offers no barrier in reaching a minimum of
24,000 pounds. It is chiefly in combinations between vegetables of the
24,000- and 17,500-pound classes that difficulties arise, and in this case,
principally with the two vegetables, spinach and parsley. The demand for
these vegetables in the smaller cities is so light that the quantities desired
in the mixed carload are too small to interfere with reaching the
minimum weight. Hence, it is mainly in the case of the larger cities not

desiring straight carloads of these vegetables but a mixed carload loaded

heavily to them that difficulties are encountered. Suppose a receiver
desires 250 bushels of spinach and 250 bushels of parsley, the rest of the
car to be loaded with cabbage. About 864 bushels make a maximum car-
load. Hence the 500 bushels take up nearly three-fifths of the space;
this quantity of spinach and parsley makes a total weight of 10,250
pounds, or less than half a carload. The remaining space loaded with
cabbage in Los Angeles crates would make a total weight of 13,322 pounds,
leaving a deficiency of 428 pounds. Quite frequently receivers in the
larger cities insist on loadings of this nature, being willing to pay for
the deficiency.

MIXED CARLOAD VEGETABLE DISTRIBUTION FROM RIO GRANDE VALLEY 25

A standardization of minimum weight requirements would materially
facilitate the shipment of mixed carloads. The 20,000-pound minimum
is, perhaps, unnecessarily favorable t0 shipper and receiver- The 25 per
cent rule would permit heavy loadings of the bulkier vegetables without
any sacrifice as to minimum weights. Take, for instance, loadings of
spinach and parsley with cabbage. By loading more than 13,125 pounds
of these vegetables and less than 4,375 pounds of cabbage, 17,500 pounds
would become the minimum weight. The 25 per cent rule would, un-
doubtedly, be quite satisfactory and would clear up most of the difficulties
concerning shipments to the larger cities which arise under the highest
minimum rule.

Mixed Carload Shipments Modified by Motor Truck Shipments

Carload shipments are affected by motor truck shipments principally
in two spheres: nearby markets within trucking distance of the producing
area; small markets within trucking distance of large cities. Unfortunately,
no data are available as to the volume of vegetables trucked from the
Lower Rio Grande Valley during the period 1926-27 to 1930-31. Attention,
however, may be called to the fact that motor truck registrations in Texas
increased from 62,754 in 1925, to 210,850 in 1932. It is not to be inferred
that truck movements increased by like proportion. But it seems reason-
able to assume that a part of this increase was devoted to the transporta-
tion of vegetables. Data on unloads of Texas-grown vegetables in the
larger Texas cities are suggestive. In 1930-31, as compared with 1926-27,
straight carload shipments of Texas cabbage, potatoes, tomatoes, green
corn, spinach, and green beans increased by 52 per cent; unloads increased
by five per cent. Shipments of Texas mixed vegetables increased by 31
per cent; unloads in Dallas and Fort Worth decreased by 50 per cent;
decreases in shipments of mixed carloads to the smaller cities in Texas
were much more pronounced than those to the larger cities. It would
seem, then, that motor truck shipments have reduced the volume of mixed
carloads to nearby markets to a greater degree» relatively than that of
straight carloads.

Zbe were d/lsie/Jz $122.21} markets receiving their vegetables in mixed

carloads direct from the Lower Rio Grande Valley are located prfncJpa/Yy
in states like Kansas, Iowa, and North Carolina at considerable distance
from large markets. Small markets near large cities are served indirectly
through the large markets. Formerly, such cities received their vegetables,
in part, in mixed carloads loaded at the large markets. This was par-
ticularly true of the more distant points if rates were favorable and
minimum weights low. Many of these markets were potential outlets
for direct shipments of mixed carloads if more favorable rates were
obtainable. This explains the opposition on the part of many dealers in
the large markets to the adoption of a better rate schedule. By the time
the rate situation was changed to the satisfaction of growers and shippers
in the Lower Rio Grande Valley, however, good roads and the motor truck

26 BULLETIN NO. 497, TEXAS AGRICULTURAL EXPERIMENT STATION

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MIXED CARLOAD VEGETABLE DISTRIBUTION FROM RIO GRANDE VALLEY 27

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28 BULLETIN NO. 497, TEXAS AGRICULTURAL EXPERIMENT STATION

had tied these markets more closely than ever before to the nearby large
markets. Produce dealers in these small markets find certain advantages
in seeking their supplies in the nearby large market in such matters as:
(1) variety of vegetables (Whatever varieties of vegetables are obtainable
at the various shipping points are usually in stock at the large markets);
(2) reduction of risks (Supplies may be purchased to be turned in a very
few days; F. O. B. purchases direct from the Lower Rio Grande Valley
would involve considerable time with the chance of a drop in price in the
meantime); (3) financing (The large market dealer by giving 10 or 15
days credit greatly eases the problem of financing on the part of the
small market dealer). ,

Markets in Missouri, for instance, receive a large part of their Texas
vegetables from St. Louis and Kansas City; in Illinois from Chicago and
St. Louis; and in the New England states from Boston. Markets within
a radius of 50 to 100 miles of New York City procure their vegetables
almost exclusively in that city. Under exceptional circumstances even
Boston and Philadelphia may draw upon New York City. Without motor
truck competition, mixed carload shipments from the Lower Rio Grande
Valley under the favorable rate schedules adopted a few years ago would
have been quite different from what they are today. Small markets would
have been of much greater relative importance than is now the case.

Mixed Carload Destinations According to Size of City

Destinations of mixed carloads, according to size of cities, together with
straight carload equivalents of the various vegetables are shown in Table
8. Destinations of straight carloads of the more important vegetables are
shown in Table 9. In both tables, the carload figures represent averages
for the five-year period, 1926-27 to 1930-31.

As for destinations of mixed and straight carloads to the larger cities,
the unload data for 66 cities compiled by the Market News Service, United
States Department of Agriculture, was used. The remaining carloads
were apportioned among the small-sized city groups according to data on
destinations to the smaller cities as indicated in the daily reports of the
Market News Service. Straight carload equivalents of mixed carloads ac-
cording to size of cities were determined on the basis of the sample data.

An examination of Table 8 shows that not only do mixed carloads
move to all sizes of cities but in particularly large volume to the larger
cities. An explanation of this situation involves a number of factors.
The number of cities in each size-group receiving mixed carloads was
determined together With their total population. The number of cities re-
ceiving straight carloads of the more important vegetables was alsc
found. These data are presented in Table 10. While the number of cities
in the smaller size-groups runs high, total population runs low. Whereas
cities of 10,000, or less, make up 1.1 per cent of the total population oi
cities receiving mixed carloads, cities of 1,000,000, or more, account f0]

MIXED CARLOAD VEGETABLE DISTRIBUTION FROM RIO GRANDE VALLEY 29

36.6 per cent of the total. As between numbers of cities receiving mixed
carloads and straight carloads of cabbage, differences for the various
groups are of minor importance. As for the other vegetables, the number
of cities in the smaller size-groups receiving straight carloads runs low.
Another consideration is that of the volume 0f movement in mixed and
straight carloads to the different size-groups. Table 11 shows the per-
centages of the total movement, mixed and straight, that were shipped in

Table 9. Destinations of straight cal-loads accordinz to size of cities, Averages for five-
year period, 1926-27 to 1930-31. Data on dPstinations determined from data on
unloads in sixty-six cities, and daily market reports of the Market News Service,
United States Denartment of Agriculture.

u) w "I
w 0 w W In v5 F‘
Size of jg 4g +3 “é g g g § g g
cities Q P E Q Q :1 ‘l’ -~
8 0°.’ g v m ° “i =2‘ P‘
|

..... .. - 10,000 149.2 27.8 15.0 2.8 0.4l 2.4l 2.2 0.8 I 200.0

10,001- 20,000 256.4 68.0 49.6 4.2 0.4 0.6 4.8 1.0 0.4 385.4

20,001- 30,000 187.2 54.2 44.8 4.4 2.8 2.2 5.6 1.6 1.2 304.0

30,001- 40,000 152.8 30.6 39.4 5.0 1.8 1.2 4.8 1.8 0.2 237.6

40,001- 50,000 97.6 49.2| 42.0 3.4 7.6 0.6 4.0 4.2 0.2 208.8

I
50,001- 75,000,,206.4 117.04 60.0 11.2 6.0 3.0 16.0 2.6 1.2| 423.4

75,001- 100,000’ 166.6 70.8 78.0 13.2 14.0 8.0 13.4 4.8 2.2 371.0

100,001- 150,000 382.0l178.2 154.6 47.4 19.6 7.8 22.0 11.2 2.2 825.0
I
I

150,001- 200,000| 287.4 95.6 88.8 28.2 45.2 12.2 10.6 17.0 2.2 587.2

200-001- 300,000 760.8 317.4 178.6 67.6 120.8 11.8 34.8 63.2 7.2 1562.2

300,001- 400,000 340.0 177.4 115.6 54.0 79.6 24.6 18.0 67.6 4.0 880.8

400,001- 500,000 253.4 101.2 89.6 107.6| 74.4 47.8 21.8 26.8 11.4 734.0

I
500,001- 750,000] 399.6 64.2 164.4 132.2 16.6 43.4 26.4 26.0 5.6 878.4

I I I I I I I I
750,001-1,000,000I 581.0 174.0 184.8 I 298.2 I 94.4 I 122.4 I 52.0 I 05.4 I 19.2 I 1580.4

I I I I I I I I I I
1,000.001- .......... 1 |1202.8 800.4 I 509.2 757.0 470.4 I 450.2 157.4 I 85.8 52.0 I 4172.4

I I I I
Total I5488.2 1880.0 1874.4 1582.0 954.0 I 744.2 898.8 879.8 109.8 I18857.2

mixed carloads, according to size of cities. As the size of cities increases,

the relative importance of the mixed carload rather consistently decreases.

As for movement to cities of 40,000, or less, the mixed carload was of

minor importance for tomatoes and represented somewhat less than fifty
per cent of the total movement of cabbage and potatoes. In the case of
other vegetables, however, the relative importance of the mixed carload
ran high. I

497, TEXAS AGRICULTURAL EXPERIMENT STATION

30

BULLETIN NO.

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H H N N w N NH HN NN W NNNNNw NNN.2 -
sowfimw_ NHHwwm q FHQO g 33m l mflOwGO ‘ maouwwn; Nowmflwm: NNWWNNNNHNN jowwnnmO
UQNEZ mwaoiau UQNME
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mo §O$N~5QOQ
mwzwuow?» mo mwHNovHwu mfifiooon mwmfio mo NoQEHHZ 1.309

duHHSH-uimaw we HGQEtGQNvAH N33
1:: i320 Nfimzn-Nfin H: mmwfiémii H3 33H EOMM uuHHtH-uoaow NHHHHEHNHHSNN
on? 3 ufiwuooou HN-Nuciuu “sauna? 1H5 N855 Milan-cu mom-Ho we NNN

w HHRHNHND JuTrHow N302 Nev-Nag i? uc mane-EN uiMhdE Z12-
w HHc HNHHNQ Am-ommfi 5 Nw-QNNH icioc N$>a>c N8 N220 a.
AEHHHN 1H5» $33.50 105E NQmPmCON-H new»? we 5033-25: 73:8 A: 05am.

MIXED CARLOAD VEGETABLEJJISTRIBUTION FROM RIO GRANDE VALLEY 31
Mixed Carload Receipts Highest on Per Capita Basis in Small Cities

Distribution of the more important vegetables according to size of cities
in mixed and straight carloads on the basis of number of carloads received

Table 11. Percentage of total movements, mixed and straight, shinned in mixed carload
according to size of cities. Averages for five-Year neriod, 1926-27 to 1930-31.

‘l’ m .5 m

U8 +> m m u m 8 v-l

Si2e of jg g *5 g g g 1:, g g

cities g S m pg a é: E O H
U w 54

$ Potatoes
W

I I
________ ..- 10,000‘ 49.1 90.9‘ 64.2‘ 94.1 100.0‘ 88.9 18.0 73.3‘ 56.2

I I I
10,001- 20,000‘ 45.6‘ 03.0‘ 94.7‘ 45.2‘ 94.3 90.7‘ 82.0 26.2 89.5‘ 51.5

I I I
20,001- 80,000 41.7 89.8 80.4 46.4‘ 80.01 78.6 82.3‘ 36.6 66.7 50.5

30,001- 40,000 38.7 90.4 90.0 35.7 68.4‘ 75.0 67.3‘ 6.4 40.0‘ 45.4

I
40,001- 50,000 49.6 92.1 94.5 43.6 79.8‘ 95.1‘ 74.4 22.1 24.8 53.0

I
50,001- 75,000 36.3 89.1 88.6 26.3 83.6‘ 70.7‘ 45.0‘ 16.3 37.5 44.5

I I
75,001- 100,000 39.0 84.2 74.1 23.5 79.1‘ 63.3‘ 37.7 11.3 37.2 43.1

I I
100,001— 150,000 26.7 74.9 84.4 22.5 70.0‘ 72.2‘ 42.7 7.4 21.3‘ 35.4

150,001- 200,000 27.4 75.4 71.6 37.4 71.9 I 86.5 ‘ 48.0 ‘ 8.9 18.9  38.6

200,001- 300,000 17.8 70.9 82.5 18.4 41.5 ‘ 56.1 ‘ 26.7 3.3 ‘ 7.8 I 26.4
= I
300,001- 400,000 16.1 69.5 71.1 19.0 30.0 ‘ 21.6 ‘ 17.8 0.9 1.5 27.4

I
400,001- 500,000 10.3 42.4 47.0 16.4 24.3 ‘ 36.0 ‘ 3 5

7.2 4.9 ‘ 21.1

I

I

I

| 1.3‘ 0.6‘ 21.2
I I
1 .
I

I

I

I

I
750,001-1,000,000 8.6 30.4 37.4 15.8 I 22.4 I 11.9 ‘ 35

500,001- 750,000‘ 9.3 46.9 ‘ 55.9 ‘ 13.9 ‘ 12.2 ‘ 3.4 I 7.7

I
1,000,001- ...... .. 18.3 36.4 37.8 8.9 I 30.8 I 10.5 ‘ 2 3

I
I
All cities I 24.6 51.8 40.4 28.6 I 44.8 I 38.0 I 28.8
per 100,000 population is indicated in Table 12. As for receipts in mixed
carloads of vegetables under consideration, those of the smaller markets
were decidedly heavier than those of the larger markets. Relatively, the
mixed carload played a more important role in distribution of vegetables to
the small markets than it did to the large. The greater portion of volume
of such vegetables as carrots,\beets, beans, and spinach reached the smaller
markets through the mixed carload. _

It is manifest that no hard and fast division obtains between what may
be termed mixed carload markets and straight carload markets. Mixed
and straight carload markets for cabbage are nearly identical. Further-
more, it is evident that “small markets” just able to absorb straight car-
loads differ widely as between the various vegetables. While the state-
ment cannot be made that mixed carloads are loaded exclusively for the small

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32 BULLETIN NO.

‘ L- | u r< A R Y
Ja/xwzw/z/Jlairmw/faiezea/rkxa:
90ml! Station. Texas.

MIXED CARLOAD VEGETABLE DISTRIBUTION FROM RIO GRANDE VALLEY 33

markets, the statement can be made that many vegetables grown in the Lower
Rio Grande Valley through the mixed carload reach many small markets not
touched by straight carload shipments. An added complication in the
distinction between mixed and straight carload markets may arise from
the nature of the mixed carload. The distinction between mixed and
straight carloads is not as clear-cut as might be supposed. A mixed car-
load of two commodities is more akin to a straight carload than to a
mixed carload of, say, seven or more commodities. Many of the carloads
of two or three commodities are loaded heavily to one commodity and thus
are very much like a straight carload of that vegetable. According to the
sample in 1926-27, the vegetable of greatest volume in 38 per cent of
the total mixed carloads accounted for more than 7O per cent of the total
volume in such carloads; in 1930-31, the vegetable of greatest volume in
25 per cent of the total mixed carloads accounted for more than 70 per
cent of the total in such carloads. The two-commodity carloads, beets and
carrots mixed, is decidedly a large-market mixture.

Mixed Carload Adaptable for Shipment to Large Cities

Of cities receiving- mixed carloads during the period 1926-27 to 1930-31,
those with a population over 150,000 represented 75 per cent of the
total population and received 41 per cent of total shipments of mixed car-
loads; those with a population over 500,000 represented 51 per cent of the
total population and received 31 per cent of the total number of mixed
carloads. It is obvious that large cities make up a large proportion of
the consuming capacity.

The more important reasons for shipments of mixed carloads to the
large cities may be stated as follows;

1. Mixed plantings of vegetables in the Lower Rio Grande Valley are
prevalent. While for years, mixed plantings have been advocated by
shippers and cooperative marketing associations as the means of develop-
ing a profitable mixed carload movement, after the mixed plantings have
been established, they in turn have become a potent cause for loading
of mixed carloads. Shippers have access to a wide variety of vegetables in
their immediate vicinity. It becomes more convenient to load out a
considerable volume in mixed carloads, more than the small markets can
absorb, rather than to attempt to load the bulk of these vegetables in
straight carloads. This inducement to load mixed carloads is one explana-
tion for the heavy offering to the trade of mixed carloads by shippers
through their brokerage connections.

2. Shipments to large markets facilitate the role of mixed carloads as
the means of introducing new vegetables. When an area begins to produce
a new vegetable, resistance is always met in the markets even though this
vegetable is already being accepted from other producing areas. The
chances of finding acceptance are much greater in the large markets than
in the small. The small quantities of the new vegetables which the shipper
may offer in the mixed carload reduce marketing risks. In cases of this

34 BULLETIN NO. 497, TEXAS AGRICULTURAL EXPERIMENT STATION

kind, shippers often consign such vegetables even though the mixed car-
load as a whole may have been sold F.O.B. and thus remove all risks on
the part of receivers.

3. Relatively large markets may be less than straight carload markets
for the specialty vegetables. Only the very largest markets can take such
vegetables as anise, escarole, parsley, mustard greens, and broccoli to
advantage in straight carloads. When such vegetables are loaded in
mixed carloads, for the larger markets, such standard vegetables as cabbage,
carrots, and beets are used to complete the load. This accounts for the
fact that a considerable volume of vegetables otherwise in the straight
carload class, moves in mixed carloads.

4. Small supplies of vegetables are available at the opening of the ship-
ping season. When the shipping season opens, growers and-shippers desire
to make shipments to the markets at the earliest possible date. Early in
the season supplies of the various vegetables in condition fit to ship are
limited, making difficult the assembling of straight carloads. A decided
advantage of the mixed carload lies in the fact that it makes the small
supplies go farther in the sense of making possible the reaching of more
markets. Shippers use the mixed carload, particularly in the case of the
large markets, as the means of announcing to the trade that the new
shipping season is getting under way.

5. Mixed carloads insure vegetables of greater freshness in the markets.
Receipts of a given vegetable in straight carload lots may mean that
several days will be required before the supply can be disposed of. In the
case of the more perishable vegetables, this delay may result in deteriora-
tion of quality. Receipts of the same vegetable in smaller quantities in
the mixed carload mean that the supply can be turned more rapidly.
The difference between straight and mixed carloads may be a matter of
receipts once a week of the former and several times a week of the
latter.

6. Large markets receive mixed carloads not accepted in the small
markets. A shipper may have an F. O. B. carload rejected in a small
market. In such an instance, about his only opportunity of disposing of the
carload will be that of consignment to one of the larger markets. Some
shippers follow the practice of loading mixed carloads without orders.
Since more than 90 per cent of the mixed carloads shipped to the small
markets are on F. O. B. orders, about the only outlet for the non-order
carloads will be to the larger markets.

'7. The mixed carload is a desirable unit for direct receipt by the jobber.
In the regular marketing system, carload lots are received by the so-
called carlot receiver. He, in turn, sells in less than carload lots to the
jobber; the jobber then sells to the retailer. So far as the jobber is
concerned, the mixed carload may be so loaded as to give him the various
vegetables in just the size-lots desired. The jobber by direct receipt
eliminates the carlot receiver. Unquestionably, in many of the more important
markets, the efforts of jobbers to go around the carlot receiver has been
a factor in popularizing the mixed carload.

MIXED CARLOAD VEGETABLEDISTRIBUTION FROM RIO GRANDE VALLEY 35

8. The mixed carload is advantageous to the carlot receiver. In assemb-
ling variety needed to offer jobbers, the carlot receiver finds the mixed car-
load possessing a high degree of flexibility. In a few mixed carloads, he
may receive as many different kinds of vegetables as would require a
great number of straight carloads. The relation between the volume of
the various vegetables can be adjusted more easily through the mixed
than the straight carload. To the extent that the carlot receiver caters
to the trucker moving produce to outlying markets in the trade area, the
mixed carload offers the necessary mixture on a comparatively small plat-
form space as contrasted with the straight.

9. The mixed carload reduces marketing risks to carlot receiver. Prices
of the various vegetables may vary widely Within short periods of time. The
chance of loss on straight carloads is considerable. Through the variety
of vegetables received in the mixed carload, the receiver diversifies his
risks. Furthermore, produce dealers make much of the point that as one
or two vegetables in a market are usually in keen demand, such vegetable or
vegetables in a mixed carload help to sell the others.

10. Grower-dealer shipments are facilitated by mixed carloads. A dealer
in a large market growing his own vegetables in the Lower Rio Grande
Valley often loads mixed carlots rather than straight, largely as a matter of
convenience. On a given day, a certain number of straight carloads of
such vegetables as cabbage, carrots, beets, parsley, broccoli, and the like
are desired. It may be of small concern whether these vegetables are
loaded in straight carloads or equivalents in mixed carloads. As harvest-
ing progresses for the different vegetables, the completing of a given car-
load with some other vegetable than the one being loaded may prove
advantageous.

11. Mixed carload shipments to the large markets serve as a balance
wheel in keeping in proper adjustment movements to the small markets.
A shipper specializing in mixed carload shipments to the smaller markets,
from time to time, finds supplies of the various vegetables accumulating
on his shipping platform in excess of outlets in the small markets. The
supplies of the various vegetables may be insufficient to load out straight
carloads. Consequently, when such surpluses are sufficient for a carload,
or two, the shipper loads them out in mixed carloads to be consigned
to the larger markets.

Mixed Carload Shipments Possess Some Undesirable Features

Even though’ for a period of twenty years growers and shippers have
entertained a high regard for mixed carloads, such shipments possess a
number of disadvantages. The more important of these undesirable fea-
tures may be stated as follows:

1. The cost of loading is high- The expense to the shipper of loading a
mixed carload is higher by $15 to $25 than is the case with the straight
carload. Assembling costs run higher. This may be particularly true
for vegetables of minor importance wanted in small quantities. More

36 BULLETIN NO. 497, TEXAS AGRICULTURAL EXPERIMENT STATION

details are “involved in loading the various vegetables according to
specified quantities. After accepting an order, a shipper may find that
he cannot load some of the vegetables desired, or in the particular quantities
Wanted; or the order may be such as to make impossible loading up to
minimum weight requirements. In either event, the shipper needs to get
in touch with the receiver, usually through the use of telegrams. This adds
to the costs. Even in such a matter as shipping point inspections, fees
are higher for the mixed than for the straight carload.

2. The content of the mixed carload is not readily ascertained. The elab-
orate system which has been developed by the Market News Service of the
United States Department 0f Agriculture in compiling data on shipments
of the various vegetables as to such matters as volume, time of shipment,
prices, and destinations presumes such data of economic significance to
growers, shippers, dealers, and consumers. To the extent that shipments
are made in mixed carloads, the accuracy of data on shipments of vegetables
is impaired. The mixed carload makes more difficult the work of the
crop reporting service. Furthermore, the mixed carload may offer shippers
and receivers an opportunity to cover up shipments of specific vegetables
whatever may be the motive for so doing. For instance, a loading of 360
crates of carrots and 8 crates of beets is virtually a straight carload of
carrots. Still, in statistics on vegetable shipments, it will appear as either
beets and carrots mixed, or as simply mixed. _

3. Maintenance of quality of the various vegetables in the mixed
carload is difficult. Even though, in general, a group of vegetables may be
fitted for shipment in the same carload, in actual practice a few of these
vegetables may suffer deterioration in quality under conditions conducive
to maintain the quality of the other vegetables.

4. The order in which vegetables are loaded in the mixed carload
should be such as to serve the convenience of the receiver. Upon re-
ceipt of a mixed carload, the receiver often finds that he wants one
or two vegetables first- If such vegetable, or vegetables, are loaded
near the door, all is well; but if in the extreme end of the carload, then
a large portion of the carload must be unloaded to get at the desired
vegetables. Even though the receiver tries to anticipate demand and
gives instructions as to the order of loading, his calculations may be upset
by a change in demand by the time the carload arrives. _,

5. Difficulties arise in diverting mixed carloads. The shipper on his F. O.
B. transactions always assumes the risk of rejection, for one reason or an-
other, on the part of the receiver- The problems connected with the diversion
of the mixed carload are more intricate than with the straight.

6. The mixed carload complicates a program of prorated shipments.
If under a program of controlled production and marketings of agricultural
commodities, steps should be taken to prorate shipments of, say, cabbage
and potatoes from the Lower Rio Grande Valley, such control would be
greatly complicated by shipments in the mixed carload. The effectiveness
of control over straight carload shipments of these commodities might be
entirely destroyed through shipments in mixed carloads. Any program of

MIXED CARLOAD VEGETABLE DISTRIBUTION FROM RIO GRANDE VALLEY 37

proratzbn, é/ierefbre, Wou/a’ fizz V6’ to 1210/1109 1221x190’ aaz/oaa’ sfi/ja/zze/zzfs: 7Z1?’
would involve a check on all mixed carloads as to quantities of these
vegetables loaded and as to destinations.

Mixed Carload Sales Predominantly F. O. B. in Small Markets

The relationships between types of sales, varieties of vegetables in the
mixed carload, and size of cities are shown in Table 13. It is to be noted
that as the size of cities increases, the relative importance of the few
commodity mixed carloads increases except in the case of the largest

Table 13. Receipts and type of sales of mixed carloads according to number of vegetables
and size of cities. Shipping season, 1930-31.

Percentage of Percentages according Percentages according
total according to types of sale to types of sale
to number of for carloads for carloads of
vegetables of 2, 3, and 4 five commodities
Size of in carloads commodities and over
cities
1 z 4 I ' . -
iofnfm Fgjdgg F.O.B. Delivered F.O.B. Delivered
dities and over sales sales sales sales
Up to
40,000 26.6 73.4 85.2 14.8 93.0 7.0
40,001
to 150,000 41.2 58.8 72.6 27.4 86.3 13.7
150,001
to 300,000 56.3 43.7 77.0 23.0 82.2 17.8
300,001 I
to 1,000,000 | 73.7 26.3 58.2 41.8 57.5 42.5
1,000,001
and over 64.2 35.8 59.7 40.3 35.6 64.4
All cities 47.8 52.2- 70.6 29.4 82.5 17.5

group. In meeting daily requirements in the smaller cities, the individual
mixed carload plays an important role. Hence variety is one of its
essential attributes. In the larger cities, the single mixed carload is of
much less importance in that daily requirements are met by receipts of
numerous carloads, both mixed and straight. Hence variety is of much
less significance.

As the size of cities increases, the relative importance of F. O. B. sales
consistently decreases. For the smaller cities, F. O. B. sales run relatively
high for mixed carloads of many commodities; for the larger cities, rela-
tively high for mixed carloads of few commodities. In the case of the
smaller markets, the shipper takes less hazards in consigning mixed car-
loads of few than of many commodities. Mixed carloads of few commodities
are usually made up of such vegetables as cabbage, carrots, beets, potatoes,
onions, and turnips. The demand for these vegetables is rather constant
and consistent from one market to another. That is, a mixed carload of this
type loaded for one market will generally very nearly fill the requirements
of other markets. On the other hand, a mixed carload of many commodi-

38 BULLETIN NO. 497, TEXAS AGRICULTURAL EXPERIMENT STATION

ties usually contains one or more vegetables from what may be termed
the specialty class. Demand for specialty vegetables is rather erratic as
between the different small markets. That is, a loading to meet the
requirements of a specific market, may fail to meet the requirements of
other markets. In the case of the larger markets, the dealer ordering
a mixed carload usually desires such vegetables as parsley, broccoli, mustard
greens, and turnip greens in such volume as to fill a carload with but a few
commodities. Many of the mixed carloads shipped to the large markets
are loaded from surplus accumulations on the shipper’s platform. Variety
is a usual characteristic of such accumulations. As has already been
indicated, these carloads are generally consigned.

The relative merits of F.O.B. and Delivered sales have been for many
years a matter of continual interest to growers and shippers in the
Lower Rio Grande Valley. In this controversy, growers have usually been
decidedly in the favor of the former. One of the strongest arguments
advanced in support of the mixed carload has been based on the fact
that in the case of such shipments, F. O. B. sales are of relatively greater
importance than in the case of straight.

SUMMARY

For the twenty-one shipping seasons ending with 1930-31, mixed car-
loads have accounted for 29 per cent of all carload shipments of vege-
tables from the Lower Rio Grande Valley. While a total of 36 vegetables
were included in mixed carload shipments during the period, 1926-27 to 1930-
31, cabbage, carrots, beets, potatoes, and green beans made up nearly
80 per cent of the total volume. Chief characteristics of a vegetable
important in mixed carload shipments are: 1. Long marketing season.
2. Large and stable demand. 3. Suitability to mixing with other vegetables
in the same carload. 4. Marketing season concurrent with that of numer-
ous other vegetables.

Mixed carloads play a prominent role in distribution of vegetables from
the Lower Rio Grande Valley to cities in the United States and Canada
through the whole range of sizes from 2,000, and even less, to the largest.
The relative importance of mixed carloads decreases as size of cities in-
creases. During the five-year period, 1926-27 to 1930-31, cities of 40,000, or
less to which mixed carloads were shipped, received an equivalent of 37.5
carloads per 100,000 population in mixed carloads and cities of 1,000,000, or
more, 9.3 carloads.

As size of cities increases, the relative importance of cabbage decreases
and of carrots and beets increases in mixed carloads. Cabbage is used
extensively in shipments to small markets as the commodity for complet-
ing the load. That is, the carlot receiver specifies the quantities of the
various vegetables desired and then indicates that the rest of the carload

be loaded with cabbage. Carrots and beets assume largely this role in
shipments to large cities.

MIXED CARLOAl) VEGETABLE-"DISTRIBUTION FROM RIO GRANDE VALLEY 39

As between straight and mixed carload receipts, small markets receive
a very large proportion of such vegetables as carrots, beets, potatoes,
green beans, and spinach in mixed carloads; and large markets such
vegetables as broccoli, parsley, peppers, endive, anise, and collards. The
mixed carload has been a factor in expanding the outlet for staple
vegetables in the small markets and» for specialty vegetables in the large
markets. .

Among the various reasons for mixed carload movement to large markets
may be mentioned: relatively large markets may be less than straight
carload markets for specialty vegetables; the mixed carload insures vege-
tables of greater freshness through more frequent delivery; the shipper
loading a mixed carload from accumulations of vegetables on his shipping
platform has practically no alternative but to consign such shipments to a
large market; the mixed carload may be a desirable unit for direct receipt
by the jobber; and the mixed carload enables the carlot receiver to assemble
a desired variety of vegetables in fewer carloads than would be possible
in straight carloads.

Costs of loading a mixed carload are somewhat greater than those of
loading a straight carload. The order of loading a mixed carload may not
conform to the preference of the carlot receiver at time of receipt.
Diversion of mixed carloads in case of rejection is not easily effected. _.A
program of controlled shipments is complicated by mixed carload ship-
ments.

Specific mixed carloads are of greater importance in satisfying re-
quirements for vegetables in small markets than in large and carloads of
many commodities filled according to F. O. B. order are of greater
relative importance in shipments to small than to large markets. A much
larger proportion of mixed carloads are consigned to the large markets than
to the small. Many of these consigned carloads originate from one of two
sources: (1) mixed carloads rejected in small market; (2) mixed carloads
loaded from accumulations on the shipper’s platform: such carloads do
not conform to the exacting demand in the small markets.

Motor truck shipments have largely supplanted mixed carload shipments
in two distinct areas: to markets within trucking distance of the Lower
Rio Grande Valley; and to markets within trucking distance of the large
distributing centers.

Three rules, in the main, are now in effect governing minimum weights
of mixed carloads. This is both confusing and unsatisfactory. To keep
all markets open, a shipper must load a minimum according to that of the
vegetable, or vegetables, in the mixture having the higher, or highest,
minimum. A standardization of the 25 per cent rule, the vegetable in the
mixture having the highest minimum setting the minimum for the carload
in case it makes up 25 per cent or more of the total Weight, would be of
material benefit to growers and shippers of the Lower Rio Grande
Valley.

40 BULLETIN NO. 497, TEXAS AGRICULTURAL EXPERIMENT STATION

The mixed carload has been an important factor in lengthening the
shipping season for vegetable growers in the Lower Rio Grande Valley. It
has been particularly influential in increasing fall and winter shipments.

Most of the vegetables now grown in the Lower Rio Grande Valley have
been introduced to the markets of the country through the mixed car-
load. Such shipments reduce risks to shippers in marketing new vegetables.
Small quantities may be shipped to many markets as against a few straight
carloads to a limited number of markets. Growers in a vegetable-
producing area desiring to move in the direction of greater diversification
will find the mixed carload a most useful instrument in accomplishing such
a purpose.