service levels for this type of freight. In view of these problems, early efforts to initiate these

services will [and are] likely to be:

 1. U.S. carriers-FNM partnerships, with the former providing most of-the equipment
 (other than locomotives), training, and marketing.

 2. Implemented for specific, large volume movements which can be serviced by unit
 trains. To ensure sufficient volume and reduce risk, major producers will be
 solicited to endorse the concept or, preferably, to make commitments prior to the
 initiation of service. For mechanically refrigerated railcars, the entire train would
 likely have to be devoted to perishables. For refrigerated containers and TOFC,
 perishables might form a section of a larger train.

 3. Largely limited to major north-south routings where an updated communications
 infrastructure is already in place. In particular, it seems doubtful if the railroads
 will be able to secure overland import/export traffic in perishables to/from the
 areas south and east of Mexico City.

 4. In some instances, limited to shorter runs near the border or, possibly, from ports
 to the Valley of Mexico. Examples of such shorter runs include the proposed
 movements from Sinaloa to the U.S. border and the plan to move deciduous fruits
 from the U.S. by rail, offloading to trucks in Monterrey (see Appendix II).

Likely candidates for rail in the short and medium terms include:

 From the U.S.
 Pacific Northwest deciduous fruits
 Vegetables (primarily California vegetables when Sinaloa is not in
 production)
 Meats
 Containerized loadings of highly processed foods to serve the emerging
 supermarkets and warehouse stores

 From Mexico
 Winter vegetables
 Processed fruits and vegetables, including orange juice concentrate