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The news of CN discontinuing their Montreal to Chicago Roadrailer service has been very very disconcerting to me. Again after an important Class 1 expansion give it a year or two, RETRENCHMENT ANBANDONMENT!! As a New Yorker I saw Roadrailer, Railrunner and their ilke make the promise of breaking into the 97% truck dominated NYC market with equipment that meshes well with heavy commuter and intercity passenger traffic that dominmates our local rails. In the early '80s I watched the Empire State Xpress in a short time become the the dominant carrier in the NYC to Buffalo traffic lane. With 50 unit consists rocketing up and down the Hudson Div. at 70+ MPH speeds with only ONE U36B hauling it and sometimes only one B23-7. (It was way faster than the single unit FL9 hauled Amtrak Lake Shore Limited New York Section.)Only to see it quicky die partly due to no backhaul out of NYC. Here some other example of broken promises: The possible Florida to Hunterspoint (Bronx) service. Still a pipe dream . The joint NS(Triple Crown)/Amtrak service to Sunnyside yards and on to Hicksville, Long Island. Third rail interferrence and Amtrak is getting out of the Roadrailer business. Even Triple Crown has RETRENCHED from the NYC market. Terminating in Bethlehem, PA instead of Elizabethport NJ. My question is what is wrong with the present Class 1 management mentality and market circumstances with the glorious exception of Triple Crown, that does not allow bimodal technology to be used and used effectively ???? It can't be the terminal cost and motive power requirements. What Class 1 intermodal train can accelerate like a subway train and maintain passenger train speeds generally with one modern high horsepower locomotive or whose terminal requirements is generally a patch of blacktop and a heavy duty forklift?? Again My question is what is wrong with the present Class 1 management mentality and market circumstances with the glorious exception of Triple Crown, that does not allow bimodal technology to be used and used effectively ????
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