Malcom,

I beg to differ. In the case of an intermediate switch road they were
getting very little revenue from the movement of a "Road to Road" car.
Their profit may have been about equal to one day's per diem.

The IHB at Gibson would have 7 or 8 transfer jobs going on duty between late
afternoon and early evening. The jobs that had the longest runs,
(CMStP&P,C&NW,IC West,CGW,CB&Q,AT&SF McCook, with some of these being
combined), were made up first. As they left the shorter jobs,
(IC South,C&EI), would be made up. They ran by a pattern that had been in
place for a long time and even after the rules were changed stuck to the
same pattern for some years.

The B&OCT was not positioned to handle a great deal of intermediate traffic,
other than that supplied by it's owner, and was free of much of this
pressure.

In the case of the BRC most of the owners delivered and pulled at Clearing
and ran on their own schedules. Since the BRC was on a usage share rate
system it really did not matter that much.

I personally handled the issue on a case by case basis. My employer was not
terribly concerned over the issue. I learned rather quickly that it was
better if you did not make a decision until after the train was yarded.
Since they were yarding the train with air the movement had to be slow but
there was a big difference between 2 mph and 5 mph. I also had a connection
to make at 0300 for Eastbound traffic and that was one my employer did
consider to be of great importance. The system required accommodation on
both sides.

Russ