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[quote user="nbrodar"] Hmm... Let's try this example...Stop looking at railroads as cars and trucks on a highway, look at the railroads like UPS or FED EX.  And each car as a package to be shipped. UPS and FED EX charge more for Next Day then they do for  5 Day.  So the Next Day package recieves preference over the 5 Day package.   Intermodal customers pay premium prices so thier packages of trailers move faster then the packages of coal.  BTW... In asking about your commuting time, I was trying to illistrate the fact that as traffic increases, overall speed decreases.  A point you apparently missed.  And I have been on numberous highways that have different speed limits for cars and trucks. Nick [/quote] Nick, I'm not missing your point, but you do seem to be missing the points I'm making in regard to the odd way traffic is diseminated on railroads compared to all other modes.  Take this statement you made: "Intermodal customers pay premium prices so thier packages of trailers move faster then the packages of coal." Again, this speed differential based on premium pricing occurs only on railroads.  Those same intermodal customers are paying that same premium on over the road trucks and on barges, but that doesn't translate into a given speed differential for those two modes based on that package premium or lack thereof.  That coal truck and coal barge are moving at the same speed respectively as the intermodal truck and the container barge. Regarding the seeming overall speed decrease associated with an increase in traffic, that is not a function of the traffic increase per se, but rather a function of the statistical likelyhood that anomolies to traffic flow will occur on an increasing basis with an increase in traffic.  The most common anomoly is not the stalled car, etc., but rather backup on off ramps.  This is one of the inherent flaws in the mindset of highway planners - they design the roads for the expected average traffic flow, not for the expected maximum traffic flow.
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