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'A RAILROAD QUESTION'
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HwyHaulier




Joined: 16 Dec 2007
Posts: 932
Location: Harford County, MD

PostPosted: Sun Sep 04, 2011 6:56 am    Post subject: Reply with quote

traildriver -

You pose the vexations and dilemmas of the entire scene. On cargo side, we have the "New Panama Canal" matter in play.
It is puzzling how this to play out. On lanes US - Pacific Rim, does it not seem the tonnages, which now to/from rail at NY/NJ
will simply shift to Port Elizabeth/ Newark? And, little impact on patterns of work for CGO and Midwest? Keep in mind the Pier
folks want a new bridge at Bayonne, too...

An inherent "trouble" with a Port facility on Long Island. Just another incidental call, which is not positioned to attract much
tonnage? The lines not likely to warm to it. The support facilities at Elizabeth/ Newark are massive. In addition, a Long Island
facility relies on the often fallacious, "linear projection" assumptions. (A true failure of "linear projection" with the passenger
mess created by "Aldene Plan"?)

There's a lot more here, of course. I don't claim to have NY/NJ solutions. It is much too complex a set of crucial problems.

......................Vern......................
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traildriver




Joined: 26 Mar 2011
Posts: 2452
Location: South Florida

PostPosted: Sun Sep 04, 2011 8:12 am    Post subject: Reply with quote

What I am proposing would not be as large as the Newark Bay ports, but rather just large enough to serve the needs now and in the future for NYC and Long Island to relieve the bulk of the traffic crossing from NJ and Ct.
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HwyHaulier




Joined: 16 Dec 2007
Posts: 932
Location: Harford County, MD

PostPosted: Sun Sep 04, 2011 12:44 pm    Post subject: Reply with quote

traildriver wrote:
...enough to serve the needs now and in the future for NYC and Long Island to relieve the bulk of the traffic crossing from NJ and Ct...

traildriver -

Many Thanks! If not carefully developed and tested, the "...traffic crossing..." measure can prove most treacherous. Should we look
solely at readily identified containers, then: Are there large numbers served of Distribution Centers, or Manufacturing firms, or both?
What sort of volume does this add to moves between NY/NJ Piers, and inland points?

The much larger count of truck moves are domestic cargo, whether common carrier or "shipper's truck", or both. With this, it is rather
a "trick question". Present shipper operations rely on own Regional D/C, and controlled truck fleet running multi-stop, "hub and spoke".
Example: A D/C in say, Dayton, NJ. Consider how, on a daily basis, it runs multiple "hub and spoke" runs, out and back same day.

As I say, it takes the naive to suggest they have simple answers to any of it. The more one "...peels the onion..." of distribution methods,
the more daunting it gets. A great deal of the work is not suited to rail at all. (Visualize a six or eight stop load of temperature control
product! That's the work for fast food restaurant, and groceries!)...

........................Vern...................
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