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  It depends on how you look at it.  In FY 2008 the BNSF had 18.4 per cent of the major hoist road miles and was responsible for 11.8 per cent of the delay minutes per 10,000 train miles.  The CN had 3.4 per cent of the train miles and 20.3 per cent of the delay minutes.  The CP had 2 per cent of the train miles and 14.7 per cent of the delay minutes.  The CSX had 15.1 per cent of the train miles and 16.1 per cent of the delay minutes.  The NS had 6.1 per cent of train miles and 16.3 per cent of the delay minutes.  The UP had 16.4 per cent of the train miles whilst racking up 20.7 per cent of the delay minutes. Assuming an expected correlation between train miles and delay minutes, BNSF delivered a better than expected performance.  CN and CP turned in poor performances.  CSX's delay minutes were just a bit above its percentage of train miles.  NS's delays minutes was way above its percentage of train miles, whilst UP's performance was about 4 percentage points above its train miles percentage.  In terms of end point arrivals your conclusion appears to be correct.  It may be because the BNSF and NS are better at padding or having Amtrak pad the schedules for the trains on their properties.   But end point arrivals only tell a small part of the story.
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