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<blockquote data-quote="Rick Ross" data-source="post: 3614168" data-attributes="member: 51847"><p>The railyards I go to are clueless as to where the loads are. The rail it comes in on is a good place to start, but the shifters are paid by the move (or so I've been told), and drop trailers anywhere and everywhere. Rarely are they in the area they are supposed to be.</p><p></p><p>With all the train delays I would say 25% of the time I'm waiting for them to lift it off the train. UPS must be pressuring the rail, sometimes they will unload all UPS trailers before touching any other loads. On a long train that's a big waste of time for them.</p><p></p><p>Has anyone else considered the mention of hiring 2000 feeder drivers a negoitiating ploy with the railroads? I know we have lots of late rail loads but it seems like they were very specific in mentioning the number of jobs and what they would be doing...taking rail work.</p></blockquote><p></p>
[QUOTE="Rick Ross, post: 3614168, member: 51847"] The railyards I go to are clueless as to where the loads are. The rail it comes in on is a good place to start, but the shifters are paid by the move (or so I've been told), and drop trailers anywhere and everywhere. Rarely are they in the area they are supposed to be. With all the train delays I would say 25% of the time I'm waiting for them to lift it off the train. UPS must be pressuring the rail, sometimes they will unload all UPS trailers before touching any other loads. On a long train that's a big waste of time for them. Has anyone else considered the mention of hiring 2000 feeder drivers a negoitiating ploy with the railroads? I know we have lots of late rail loads but it seems like they were very specific in mentioning the number of jobs and what they would be doing...taking rail work. [/QUOTE]
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