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Re: Many intermodal runs 250 to 350 miles? Really? You haven't actually identified one that you can verify?
Author: BOB2
Date: 12-28-2021 - 06:49
Elwood Wrote:
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>
> Savannah to Atlanta Fairburn, Hulsey and
> Gainesville are 250 to 300 miles. Savannah to
> Crandall, GA less than 350 miles. Charleston and
> Jacksonville to Atlanta under 350 miles. FEC south
> from Jacksonville are within 225 to 350 miles.
> Norfolk to Greensboro and Charlotte under 350
> miles. Ports of NYNJ to Syracuse 250 miles, to
> Pittsburgh and Montreal undeer 400 miles. Toronto
> to Detroit under 250 miles, to Montreal under 350
> miles. Chicago to Toledo under 250 miles, to
> Detroit under 300 miles, 350 miles to Cleveland
> and Columbus. Chicago to Minneapolis 400 miles.
> Memphis to Jackson 210 miles, to New Orleans under
> 400 miles. Do I need to go on?
So, how many containers or trailers go by rail from say from the port of NYNJ to Syracuse? What commodidities actually are transloaded by TOFC/COFC and rail hauled by container 250 miles to Syracuse?
You make no poitn at all, so theere is no need to go on listing distance without showing any evidence of actual rail contaier loadings, unless you can show that? I will concede that where you have more rail competition and more competitive travel times, some RR's do have more shorter distance COFC traffic (FEC comes to mind on this advantage).
Back in the late 90's with still three competitive common carrier railroads out of Ports of LA-LB the container "break even" distance was considered to be about 800-1000 miles for a container loading. With PSR and less competition the distance has probably grown. With unit trains like the ones off of the Jawbone, or the oil cans off of the Coast, the minimum break even would be (have been) around a minimum of 200-350 miles. Pre-deregulation many commodities with preferable rates, low value, and high bulk (think sugar beets and iron ore) had shorter unit train distances (Ferrum to Kaiser), burt not anymore in today's oligopolistic/monopolistic rail market.
Multi carload and container competitive time distance depend on switching/transloading time/cost, and value of goods being shipped. Low value less time sensitive higher volume/weight commodites will tend to have shorter distance "break even" distances than high value/time sensitivity lower volune/weight commodities.
Now that you have managed tell us the distance form some ports to inland destinations, you can go find out how many containers and carloads make these short distance hauls and tell us how much (what percentage rail versus truck that is) of that traffic there actually is?
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>
> Savannah to Atlanta Fairburn, Hulsey and
> Gainesville are 250 to 300 miles. Savannah to
> Crandall, GA less than 350 miles. Charleston and
> Jacksonville to Atlanta under 350 miles. FEC south
> from Jacksonville are within 225 to 350 miles.
> Norfolk to Greensboro and Charlotte under 350
> miles. Ports of NYNJ to Syracuse 250 miles, to
> Pittsburgh and Montreal undeer 400 miles. Toronto
> to Detroit under 250 miles, to Montreal under 350
> miles. Chicago to Toledo under 250 miles, to
> Detroit under 300 miles, 350 miles to Cleveland
> and Columbus. Chicago to Minneapolis 400 miles.
> Memphis to Jackson 210 miles, to New Orleans under
> 400 miles. Do I need to go on?
So, how many containers or trailers go by rail from say from the port of NYNJ to Syracuse? What commodidities actually are transloaded by TOFC/COFC and rail hauled by container 250 miles to Syracuse?
You make no poitn at all, so theere is no need to go on listing distance without showing any evidence of actual rail contaier loadings, unless you can show that? I will concede that where you have more rail competition and more competitive travel times, some RR's do have more shorter distance COFC traffic (FEC comes to mind on this advantage).
Back in the late 90's with still three competitive common carrier railroads out of Ports of LA-LB the container "break even" distance was considered to be about 800-1000 miles for a container loading. With PSR and less competition the distance has probably grown. With unit trains like the ones off of the Jawbone, or the oil cans off of the Coast, the minimum break even would be (have been) around a minimum of 200-350 miles. Pre-deregulation many commodities with preferable rates, low value, and high bulk (think sugar beets and iron ore) had shorter unit train distances (Ferrum to Kaiser), burt not anymore in today's oligopolistic/monopolistic rail market.
Multi carload and container competitive time distance depend on switching/transloading time/cost, and value of goods being shipped. Low value less time sensitive higher volume/weight commodites will tend to have shorter distance "break even" distances than high value/time sensitivity lower volune/weight commodities.
Now that you have managed tell us the distance form some ports to inland destinations, you can go find out how many containers and carloads make these short distance hauls and tell us how much (what percentage rail versus truck that is) of that traffic there actually is?
