I’ve been keeping an eye on UP’s route west from Chicago for the last few days and I’ve noticed something - almost ALL (like 99%) of the intermodal container’s I’ve seen were the long 53’ ones. Are the shorter ones no longer in use? Or is it just something about this line that it’s almost all 53 footers?
Containers come in 20 foot, 40 foot, 48 foot and 53 foot varieties. All container have virtually the same weight capacities of approximately 60K pounds. Heavier commodities use smaller boxes than lighter boxes.
Don’t forget about the 45 footers too. I also think there are 28 footers too but I don’t think those are very common. I have never seen any on a stack train with my own eyes.
Intermodal trains tend to have containers that are all the same length like you have observed. It also probably depends on whether the train is hauling domestic freight or international freight too. Domestic freight can be shipped in just about any size container while international freight can only be shipped in 20, 40, or 45 foot containers becasue those are the only sizes that will fit on the container ships. I’m not 100% sure about my domestic freight/international freight info so don’t take my word for it but to answer your question the shorter containers are still in use.
their is 56 foot containers. 20-56 foot containers that i have seen
The vast majority of maritime containers are either 20ft or 40ft. in size. There has been some dabbling by various companies with 45, 48 and 53 ft. maritime containers, however the shipper pays a significant premium for use of these sizes since their stowage on container ships is limited. Unless you are shipping a light and valuable commodity you cannot afford these sizes. In domestic containers 20ft and 53ft sizes dominate, with a rapidly diminishing amount of 40, 45 and 48 ft sizes to be seen. Then there are the specialized trash containers which can be any size since they only move on dedicated flatcars in dedicated trains. UPS tried out some 28ft. containers but that experiment seems to be dead.
While reading the net I found this site from APL.com. Grantd the statement is concerning traffic and constraints placed by UP RR on THEIR traffic, bit it concerns container sizes and weights they permit. I would guess that they would most likely be germain to not only parameters of BNSF, but to CSX as well.
linked here:
http://www.apl.com/advisory/html/advisory_20100507.html
FTA: “Maximum Weight Limit for Containers on Union Pacific Railroad”
7 May 2010
Dear Valued Customer,
On April 1, 2010, Union Pacific Railroad (UPRR) revised and made a clarification on the Master Intermodal Transport Agreement (MITA) to item 310-C and item 510-B regarding the maximum weight of container. UPRR’s policy on weight limitations of containers has been consistent with AAR specifications but was not specified in MITA.
Details on maximum weights and weight distribution now include: " [additional content at linked site]
There is some incorrect information posted here, so let me try to set this all straight:
The domestic intermodal container fleet is 48’ and 53’ containers. The 48’s are mostly being phased out for a variety of reasons, but mainly because shippers prefer 53’ containers since you can ship more freight for the same price, and because one container size is easier to handle at the terminals because you do not need to worry about providing both 48’ and 53’ chassis when the containers arrive at their destination terminal. The main domestic container programs: Pacer, EMP and CSX have been investing in their 53’ inventory while retiring 48’ containers and cutting back the number of lanes 48’ containers can travel in. This has been a trend for the past several years. Keep in mind, we’re talking about containers, not private trailers, which are an entirely different service. The only thing you’ll see moving that’s 28’ and on a train anymore is a trailer, probably owned by one of the small parcel or LTL companies. (UPS, Fedex, Yellow / Roadway)
As far as International Containers: 20’ 40’ and 45’ are all used, and are notbeing phased out. Shippers prefer 45’ containers for international traffic mainly for the same reason they prefer 53’ containers. You can ship more CBM’s of freight per container, and that’s a good thing unless your freight is very bulky and dense, and will achieve maximum weight before maximum cube. 45’s are NOT being phased out.
Unless the international containers are loaded with import / export freight, they are for the most part empty moving back to the ports. These containers CAN be used for domestic freight in VERY limited circumstances, and use of these containers for domestic traffic is dependent on the needs of the container owners, the steamship lines. Yes, some steamship lines use 48’ and 53’ containers for international freight, but these are NOT common, and a mere fraction of all i
Everyone is talking length, but no one is mentioning height. The international containers are 8’ high, and the domestics are 8’ 6". I saw a UP double stack train of mixed continers this morning and the difference was noticable. I was a little supprised to see both in the same train, but I do not think they were on the same cars.
Phil
PS “All” contailers are 8’ wide. And I just know some one will be correcting me.
Although it’s hard to tell from afar, there are actually height and width varieties for both domestic and international. For example, you’ll see EMP containers with EMWU as the container prefix. These are “extra wide” containers… and give you about an inch or two of extra interior width.
The domestic containers are for the most part “high cube” 8’ 6" containers, but there are some “standard” containers floating around which have lower heights. And the same goes for international… some are “standard” and “high cube” with varying heights.
What will small companies like ACKU and PGRU do with all those 48’s they invested so heavily in?
UP no longer intelines the 48’ EMPs, they’re for local use only. In addition they have consolidated theier use to only a few lanes. Out of Chicago 48’ EMP only go to Lathrop, Salt Lake City, City of Industry, LAX, Portland & Dallas. Also, CSX no longer interlines the 48’ CSXU’s
Containers get up to 9’-6" high, in 6" increments. At least in the past, I believe the taller ones were mostly domestic. As already noted, there are two widths (maybe 8’-0 and 8’-6"?). When the two widths are double stacked the wider one must be at the bottom. Wellcars sometimes have hinged guide posts, to be adjusted depending on which width is being loaded. I occasionally see containers similar in concept to bulkhead flat cars, and the end verticals appear to be shorter than 8’ in height.
Containers used in trash trains may be different, since they are in captive service and often use dedicated rail equipment.
John
Whoops, I think I got that wrong, and the wider container should be on top.
jds
The EMWU containers copy a wide-body spec first developed / piloted by Schneider National in their SNLU container fleet (100.5" wide inside.)