QUOTE: Originally posted by CSSHEGEWISCH One would need to see the traffic volumes involved before making an extra stop in Minot for any extra westbound traffic. Keep in mind that such a stop would add 2-3 hours to an intermodal schedule. I was always under the assumption that ag traffic in the Dakotas was oriented to Minneapolis anyway.
QUOTE: Originally posted by CSSHEGEWISCH I based my 2-3 hour timeframe based on published freight schedules in the Official Guide from the late 60's through 70's. I would assume that the proposal for Minot hopefully would involve more than a handful of cars. Railroads don't just need more freight, they need more profitable freight. Intermodal terminals have become fewer because they are an expensive proposition that requires a substantial capital outlay. Piggypackers aren't cheap. A ramp and circus loading does not an intermodal terminal make. As far as rates are concerned, anybody who has followed airline fares knows that distance is only part of the formula.
QUOTE: Originally posted by O.S. Greyhounds, I don't suppose you're up on revisions to the power brake law in recent years? 20 minutes for a pickup? With a two-man crew? Not today! Especially not in an icebox like Minot. Maybe if you have a switch engine and a carman to set the pickup, put air on it, and inspect it. Or a local has made it up. But if they're cold, dead cars and it's minus 20, you might be out there all night, too. The thought of breaking the train line on a perfectly good train on a subzero night is enough to make me want to quit this business and give you the railroad. A one hour hit is a reasonable expectation from the moment you start slowing the train down to the moment it's back to track speed. Some nights it will be three hours. I sure hope you're not doing this pickup off the main track or a CTC siding you need for other trains, because you'll be stopping all of them that are in the vicinity, too. I wouldn't know about the economics of the equipment. The economics from the operating department's perspective are suspect. If I was the superintendent of that division, and someone proposed stopping anything other than a junk manifest to make this pickup, I'd be writing a letter saying I was no longer responsible for that train making schedule. Every pickup inserts uncertainty, and uncertainty means unreliability. Moves like this subordinate 98% of the freight in that train to the needs of 2% of the freight. I guess that might be OK if that 98% is all moving on a space-available rate and the customers don't care if the car gets there Tuesday or Wednesday. If it's freight moving on a premium rate, it's a terrible idea. OS
QUOTE: Originally posted by O.S. Grey, if you're talking profit, and lots of it, I'm on your side 100%. As long as we're not talking another one of these incremental-cost pricing deals, not another "it's just one more move, how hard is that" deals. I'd really like to see the revenue quality on all the existing moves come up before we start combing the bushes for little opportunities here and there. OS
QUOTE: Originally posted by O.S. QUOTE: Originally posted by futuremodal It may be that this particular Minot to Twin Cities move will go by way of Grand Forks rather than the busy Surrey line. If that's the case, then there is available capacity and incremental costing would therefore be appropriate. This was kind of the same approach we used when trying to get BNSF to run RailRunners over Stampede Pass in Washington, there was excess capacity available so why not price the move at a rate where everyone wins? You wanted a discount and didn't get it!!! Or, should I say, you thought you should be rewarded because you arrived behind all those chumps who are actually paying for their service. I'm almost made speechless by your bald-faced confession. You actually expected the railroad to charge everyone but you the full rate, and now you're pouting because they didn't want to slice their throat to make you happy. Any luck trying this incremental-pricing strategy with your local gas station, or the grocery store, or the city sewer bill? No? Gee, I wonder why. Thanks! I finally understand the immense conceit behind every one of your 422 posts to date. Your real self has just been laid bare: you think the world owes you a deal. OS
QUOTE: Originally posted by futuremodal It may be that this particular Minot to Twin Cities move will go by way of Grand Forks rather than the busy Surrey line. If that's the case, then there is available capacity and incremental costing would therefore be appropriate. This was kind of the same approach we used when trying to get BNSF to run RailRunners over Stampede Pass in Washington, there was excess capacity available so why not price the move at a rate where everyone wins?
QUOTE: Originally posted by greyhounds QUOTE: Originally posted by futuremodal It may be that this particular Minot to Twin Cities move will go by way of Grand Forks rather than the busy Surrey line. If that's the case, then there is available capacity and incremental costing would therefore be appropriate. This was kind of the same approach we used when trying to get BNSF to run RailRunners over Stampede Pass in Washington, there was excess capacity available so why not price the move at a rate where everyone wins? Well, not really. Ownership and maintenance of the rail line itself isn't that big of a deal given that there is a reasonable (4 trains/day) amount of business over the line. I'm looking at a line haul cost analysis of a 397 mile run from New York to Pittsburgh put out by an intermodal reasearch arm of the AAR. For a 3,800 ton train with two 4,000hp locos the long run variable line haul (excluding terminal) cost is $19,133. Of that, only $1,859 (less than 10%) is track cost (maintenance and ownership). Other cost elements are not, in any way, incremental. Crew, Locomotive maintenance, fuel, locomoitive ownership, etc. all relate directly to the movement and go up directly with the movement. These are the overwhelming majority of the total costs Got to cover 'em with revenue from the move. Hope this explains why you didn't get the cheap-O rate over Stampede. The railroad may have some excess track capacity, but that relates to only a small fraction of their cost structure. They certainly don't have excess locomotives, crews, fuel, etc. - the items that make up the bulk of their cost. No incremental rates for you or anybody else.
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