I frequently see references to international and domestic containers. Are these two types of containers physically different from each other? Or, are the writers of articles just referring to how the containers are being deployed, not physical differences?
It sure seems like it would be simpler if they were both the same.
IIRC, the first domestic containers weren’t stackable because they weren’t build to the same standard. They could only be “topload”. That doesn’t seem to be the case anymore.
What the two versions have in common is using the same dimensions and methods for interlocking the containers. The dimensions are based on the 20’ and 40’ containers. There also have been, and may still be around, 28’ containers for domestic use. Those are supplied with the standard locking connections as the 20’, with an overhang off the front (the 45’s and 53’s have symmetrical overhang front and back).
Note that it is common to see a 53’ domestic container stacked on top of an international on double-stack cars.
There is nothing precluding an international container being used in domestic service, except that it can bulk out too soon. In fact, once international containers are removed from the ship, they ARE essentially domestic containers.
Going the other direction is near impossible. Container ships cannot accept our domestic containers below decks. And stacking them on top is very limited and a PITA.
This tends to be true for the international 45’s, but less of a problem as the container width stays the same. 45’ containers cannot be stowed below deck.
I believe also that most/some domestic containers can’t be stacked more than two-high. That is also limiting on a ship.
There also have been 48’ domestic containers, preceding the 53’s. There might still be some around.
28’ containers have long been out of service… Roughly 26 years now… A failed experiment involving; BN, ATSF, and UPS. BN America, and UPS were the only operators of 28’ containers. However the 56’ well cars created for those containers are still in service.
Yeah you won’t see it outside of Michigan. We have a 164K GCVWR on a Tractor Trailer Combo. Double 20’s here mostly head to the thumb region for loading grains.
Saw a container moving on a truck the other day with what appeared to be just one such strap… Undoubtedly privately owned for storage and being moved between points, as opposed to carrying cargo.
I’m convinced that any containers held down by straps are NOT in intermodal service. I cannot imagine someone at a port dropping a container down onto a chassis that didn’t have box connectors at the four corners.
The lack of long combination vehicle (LCV) container hauls, is in part, a function of a disjointed regulatory environment in the U.S. Congress locked in federal and state length and weight laws in 1991, but the technology has marched on.
Here is a “B train” (trailers linked by a fifth wheel) 4x20’ lash up: