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Re: Impressive move of the goalposts, BOB2? Bad BOB2? Answering assertions with a question of fact?
Author: BOB2
Date: 12-28-2021 - 11:41
Elwood Wrote:
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> 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.
>
>
Sbow me the number and/or percentage of intermodal cofic/tofc "boxes" loading between any of the Cities and Ports you listed? You don't show any evidence on loadings to support your claim, and I've moved the "goal posts"?
> 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 Class
> 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.
Yes, it is an incredibly small part based on the data, on total loadings in the US, compared to total truck/container loadings. And, yes, as I noted where there are more competitive service options and providers, there are some shorter runs that are competitive for some loads (and yes, some CN/KCS markets, like with FEC...).
So just how nmany TEU's move from the Ports of NJ and NY to Syracuse every day/month/year? How about Savannah to Atlanta, what percentage of container traffic is by rail, even of domestic loadings? Yes, there are some RR's still offering competitive mid haul service, but most is not time/cost competitive for most, if not almost all, commodities.
>
> 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.
I just want to know how many TEU's are handled in your markets at what time/cost tradeoff ratio of rail tranloading versus a direct truck haul? What "proprietary" data do you think you need? I suspect there's data from these ports on inland destinations, as I've seen this from POLA/POLB? Maybe web digger cab help you find it? Meanwhile, this retiree was just kind of wondering how many folks have paid you to do this kind of work for them, and get their ball over the "goal line" for them?
>
> 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.
What subsidies are offered, where, and by whom? With a subsidy, is that a "market"? And, with a subsidy, what are the actual TEU loadings being generated. Same goal post... Just noting that you offer no proof that this is a viable option based on any actual evidence on the number/percentage of loadings.
-------------------------------------------------------
> 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.
>
>
Sbow me the number and/or percentage of intermodal cofic/tofc "boxes" loading between any of the Cities and Ports you listed? You don't show any evidence on loadings to support your claim, and I've moved the "goal posts"?
> 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 Class
> 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.
Yes, it is an incredibly small part based on the data, on total loadings in the US, compared to total truck/container loadings. And, yes, as I noted where there are more competitive service options and providers, there are some shorter runs that are competitive for some loads (and yes, some CN/KCS markets, like with FEC...).
So just how nmany TEU's move from the Ports of NJ and NY to Syracuse every day/month/year? How about Savannah to Atlanta, what percentage of container traffic is by rail, even of domestic loadings? Yes, there are some RR's still offering competitive mid haul service, but most is not time/cost competitive for most, if not almost all, commodities.
>
> 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.
I just want to know how many TEU's are handled in your markets at what time/cost tradeoff ratio of rail tranloading versus a direct truck haul? What "proprietary" data do you think you need? I suspect there's data from these ports on inland destinations, as I've seen this from POLA/POLB? Maybe web digger cab help you find it? Meanwhile, this retiree was just kind of wondering how many folks have paid you to do this kind of work for them, and get their ball over the "goal line" for them?
>
> 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.
What subsidies are offered, where, and by whom? With a subsidy, is that a "market"? And, with a subsidy, what are the actual TEU loadings being generated. Same goal post... Just noting that you offer no proof that this is a viable option based on any actual evidence on the number/percentage of loadings.
