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And just how much time does it take to form that 100 loose car consist? vs forming a 25 car consist? How much additional time is taken to break apart that 100 loose car consist on the opposite end? vs breaking up the 25 car consist on the other end? And don't those 25 car consists often get to go direct to the end destination, while the 100 car consist often needs to be broken up and rebuilt at some intermediary yard, perhaps having to go hundreds of miles out of the way just to be torn down/rebuilt? This is the conundrum of the loose car business, there is needless inefficiency encapsulated in the "efficient" long slow consist concept. <br /> <br />I notice that neither you nor greyhounds has dared comment on the one carload per month observation, a sad reality of today's "efficient" railroads. It's not just track that is being tied up by the long slow concept, it's rolling stock as well. <br /> <br />Regarding the BNSF grain shuttles, from the shipper's perspective it is an added capital cost because they can't get BNSF to simply collect and consolidate the 26 and 52 car shuttles from the outlying elevators into the long consist that BNSF demands, instead forcing longer truck shipments to the 110 car facilities. If I operated a Montana short line as you suggest, I can guarantee you I would prefer to run my own "inefficent" trains to Portland or Kalama and pay a true track user fee to BNSF, than put up with BNSF's demands that I truck all the grain to their 110 car facility.
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