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Impressive move of the goalposts, BOB2
Author: Elwood
Date: 12-28-2021 - 10:40
This is the post I was responding to:
Author: FUD
Date: 12-27-2021 - 13:38
I've never seen a "rule of thumb" about the rail/truck break being 100 miles. Add a zero and you're closer. Even 500 miles isn't really enough for transport from a seaport to an inland port - that's a pretty close to a standard day's drive for a trucker.
I listed many markets under 500 miles served by Class I intermodals that disproves this. CSX, NS and CN offer multiple examples. More than I listed. Not just ports based, some domestic. Georgia and the ports of NYNJ offered incentives to create some lanes. CN provides the most options and short runs of the Class I's.
BNSF and UP choose not to pursue such markets because of PSR style profit margin worship. BNSF self-identifies as non-PSR, but their actions shows 90% adoption. A few exceptions like UP Houston to Dallas.
Short distance intermodal is a small part of Clss I total intermodal traffic. But not accurate to say not profitable under 500 miles. No hard mileage rule. just decisions on how to use limited assets like cars and chassis and yard capacity.
BOB2 with his favorite goalpost move of "Only us experts know truth, you message board peons" by demanding further proof by asking for unaccessible proprietary data or having to dig through obscure reports and records. Some of us have day jobs and don't have the free time of retirees.
The public can go to CN, CP, CSX, NS, UP, KCS websites and see the intermodal lanes I listed. PSR's don't offer those unless they are profitable or subsidized enough to meet their profit requirements.
Author: FUD
Date: 12-27-2021 - 13:38
I've never seen a "rule of thumb" about the rail/truck break being 100 miles. Add a zero and you're closer. Even 500 miles isn't really enough for transport from a seaport to an inland port - that's a pretty close to a standard day's drive for a trucker.
I listed many markets under 500 miles served by Class I intermodals that disproves this. CSX, NS and CN offer multiple examples. More than I listed. Not just ports based, some domestic. Georgia and the ports of NYNJ offered incentives to create some lanes. CN provides the most options and short runs of the Class I's.
BNSF and UP choose not to pursue such markets because of PSR style profit margin worship. BNSF self-identifies as non-PSR, but their actions shows 90% adoption. A few exceptions like UP Houston to Dallas.
Short distance intermodal is a small part of Clss I total intermodal traffic. But not accurate to say not profitable under 500 miles. No hard mileage rule. just decisions on how to use limited assets like cars and chassis and yard capacity.
BOB2 with his favorite goalpost move of "Only us experts know truth, you message board peons" by demanding further proof by asking for unaccessible proprietary data or having to dig through obscure reports and records. Some of us have day jobs and don't have the free time of retirees.
The public can go to CN, CP, CSX, NS, UP, KCS websites and see the intermodal lanes I listed. PSR's don't offer those unless they are profitable or subsidized enough to meet their profit requirements.
