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Re: Many intermodal runs 250 to 350 miles? Really? You haven't actually identified one that you can verify?
Author: ???
Date: 12-28-2021 - 07:17
BOB2 Wrote:
-------------------------------------------------------
> Elwood Wrote:
> --------------------------------------------------
> -----
>
> >
> > 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?
Are you saying that the BNSF "slab" train from the boat to the rolling mill (LB-Kaiser) is dead!?
-------------------------------------------------------
> Elwood Wrote:
> --------------------------------------------------
> -----
>
> >
> > 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?
Are you saying that the BNSF "slab" train from the boat to the rolling mill (LB-Kaiser) is dead!?
