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Yes Tim, they do. These consultants are respected experts in their fields and work closely with higher management on these decisions. Your assumption that correctly spaced, high speed, long passing sidings (12,000 Feet or longer) can alleviate congestion is correct. However, you also need state-of-the-art dispatching to achieve the maximum benefit. Operating division characteristics vary from location to location. As an example, on NS, the Tennessee Division between Cincinnati and Chattanooga is basically a bridge line territory. Lots of long siding with 45 mph switches to traffic controlled passing sidings (called turnouts). Not as much local traffic. There certainly are some large customers there, but it is basically a district where trains are traversing between the nofrth and the south. By contrast, The Pocahontas Division between Williamson and Bluefield, WV is a mountain main line serving many mines and connecting with many branches. By it's nature is slower. Heavy traffic there would not tolerate single track anywhere. <br />On a high speed division, in single track, a risk is that if one train is delayed, it delays everything following and opposing. Those are the decisions that are made. <br />Following the Conrail transaction, NS decided to double track part of the Lake Division between Bellevue and Bucyrus, Ohio. Another example is CSXT double tracked their main line across Ohio from Chicago to Willard (maybe further, I just am not sure). Both expansions have served well and led to reduced congestion and better schedules. <br />But decisions on additions and reductions are made based on the best information at the time. Are these decisions regrettable? Sometimes. Could it happen again? Sure. These are not actions entered into lightly. Sometimes, even with all the best information and the smartest minds, it's still a crap shoot. Seven or snake eyes! <br />Have a good evening. gdc
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