Well, here you have just what I spoke of earlier. I don't think Swift, J B Hunt or UPS are going to be happy.....
Those three will take it in stride. They do enough business with railroads that a loss is expected now and then.
The degree of participation in rail intermodal service varies greatly among carriers. Hunt and Schneider (which featured a BNSF intermodal train on their calendar and website at one time) are more or less completely committed to it. Swift doesn't appear to be too far behind and I saw Heartland, Stevens and Scheugel on a regular basis when I lived nest to NS' Reading mainline.
Omaha-based Werner, which I got a closer look at becasue I'm both a stockholder and sought work there at one time, is another story. They maintain an intermodal "desk", but use it sparingly. Clarence Werner, the founder, used to say that when he and a few associates were first starting out back in the Fifites, they could always take a back-haul away from the railroad.
Along the NS/CP Sunbury Sub and its Upper Lehigh Sub feeder, where I now live, there's very little intermodal traffic except for maritime containers coming south from Canada, presumably Saint John or Halifax. NS does run solid intermodals north/south froom Jersey, Philadelphia, and Harrisburg, however.
A PRR calendar from the mid-Fifties depicts what was called "Plan I TOFC" - the trailers of well known motor carriers of the day on flatcars. Cooper-Jarrett went out of business 1n 1979 and while there is again an Eastern Freightways with an "on the ball" logo similar to the original, it's actually a re-incarnation of a bankrupt. Most motor carriers shunned TOFC except in times of peak demand. And one of the first lessons a dispatcher learns in that business is the need for balance
. if a trailer moves east on the highway, you're gointg to have to use the driver and "horse" to bring it back.
Long-term, greater co-operation beteen rail and motor carriers is a sure thing, but a slow process.