Why and How does MRL profit and exist?

[arbfbe]

I'm curious as to how Montana Rail Link continues to exist and make money as a railroad.  They connect with BNSF on both ends, and it seems that BNSF runs a large amount of trains over their rails even though they have their own line (ex-GN) through northern Montana.  Unless I'm mistaken, didn't BN LEASE the rail-lines to MRL instead of selling them?  Why hasn't BNSF just bought back this line if they rely on it so heavily for handling excess/unit traffic?  If BNSF didn't route the trains that they do over MRL, would MRL be able to survive on its own?  This operation just seems a bit strange to me, as there aren't any others like it around.  Most regionals act as terminating roads instead of through-routes nowadays, and only FEC hauls the tonnage MRL does (minus maybe DME/ICE due to their huge size).

The MRL exists and is profitable account the BN thought it was a good idea at the time.  It is still the shortest route between TX, OK, CO, KS, WY and NE than any other BNSF route.  BN leased the mainline ROW to Washington Corporations account there was a lien in Gold Bonds on these lines.  All of the branchlines were sold to the MRL.  Rob Krebs tried his darnedest to purchase the lines back but they are so profitable to WashCorp the asking price to buy out the last 50 years of the 60 year lease was just prohibitive.  The contract has a traffic guarantee of the 1987 levels which was a slow year in the industry and MRL tries to set a budget at that level which means it is a pretty lean operation.

The BN had a number of reasons for leasing the line.  They have been covered in this forum a few times before.  So just sit back and wonder what the BN had in mind and know the MRL is doing a nice job for Mr. Washington and it's employees.  The also do a very nice job for the BNSF every day.  

[BaltACD]

Short line carriers, such as MRL and BBR, despite leasing trackage of Class 1 carriers, do not inherit the workforce or work rules that were in effect when the lines were operated by the Class 1 carriers.  The Short lines implement their own work rules and pay schedules, which are signifigantly different than those the previously existed. 

[bobwilcox]

In our area there is a similar operation.  The Buckingham Branch leases the former CSXT(C&O) line from Doswell (Richmond), VA to near Clifton Forge, VA.  Virtually all of their traffic through our town are westbound overhead empty coal trains going back to WV, a fair number of empty grainers going back to the Midwest, an occasional ballast train for the CSXT and the tri-weekly Cardinal for Amtrak between Washington and Chicago.  The originate or terminate a very small  portion of their car handlings.

[RRFoose]

I'm curious as to how Montana Rail Link continues to exist and make money as a railroad.  They connect with BNSF on both ends, and it seems that BNSF runs a large amount of trains over their rails even though they have their own line (ex-GN) through northern Montana.  Unless I'm mistaken, didn't BN LEASE the rail-lines to MRL instead of selling them?  Why hasn't BNSF just bought back this line if they rely on it so heavily for handling excess/unit traffic?  If BNSF didn't route the trains that they do over MRL, would MRL be able to survive on its own?  This operation just seems a bit strange to me, as there aren't any others like it around.  Most regionals act as terminating roads instead of through-routes nowadays, and only FEC hauls the tonnage MRL does (minus maybe DME/ICE due to their huge size).