Heavier axle loadings from 263,000 pounds gross to 286,000 pounds created a significant RR ENGINEERING net-to-tare freight car weight advantage between 1989 and today. In simple business English, the translation is a better net cargo increase of about 10%, EVEN AFTER DEDUCTING THE ADDED ENGINEERING WEAR AND TEAR COST to track maintenance budgets.
Next, the vertical clearance CAPEX improvements that allowed the wider network use of DOUBLESTACKED CONTAINER TRAINS. The impact of stack train mechanical advantage reduced operating costs per intermodal container by more than 35%. Can you say “Wow”! As a RR Economist with a RR civil engineering background, I sure can.