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This seems to be what we allready have, tho. Example: Say I am a shipper in Eugene, Oregon, on the BNSF. I want to ship to Harve, Montana. They pick up my boxcars and they take them to Pasco, Wa, in the Tri Cities area, where BNSF has their PNW hump yard. It's classified onto a block heading up the old GN, and the next day the train leaves for montana, heading for the next hub at Minot. At Minot, ND, it gets stuck on a local heading back towards Montana, and dropped. UP has taken this to extremes. All cars headed out of the PNW to the south go to Roseville, 600+ miles away, (800-900 if you are in WA state.) It's classified at Roseville and then sent away on a long haul to the hub nearest it's destination. If Galveston, it gets stuck on a train over the Sunset to Englewood. Cars originiating north of Roseville, bound for points north of Roseville as well, will be handled more like you are thinking, i.e., stick it on the next southbound. BUT UP and BNSF both hate these short hauls, they don't make much money for them. Perhaps the operating practises on NS & CSX differ, but this is western SOP as of now. One more point tho. Loose car freight is something the big boys hate. More crews, more time, less efficiency. And it always seems a load get's lost somewhere.... paperwork and internal red tape that most shortlines do without.
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