When I watch a train with domestic shipping containers, it appears that the containers from CSX and Pacer are more durable that the smooth sided containers. (like a lot of the J.B.Hunt and EMP containers). Is this just an illusion? And how much abuse can these containers take before the damage must be reported to the owner? ( or to the insurance company)? How much more abuse can an intenational container take? thanks Rich
They are completely different animals. Ocean containers are corrugated to give the strength to stack 8-10 high. Rail highway containers will never be stacked more than 2 high loaded.
I understand that J. B. Hunt containers have a non-standard connection in some way, because they’re supposed to never get stacked higher than 2 or 3, and never go on board ships.
If you’re really interested in such things, check out this group - despite the “Model Intermodal” name, it discusses prototype info as much as the models:
http://groups.yahoo.com/group/modelintermodal/
- Paul North.
In comparing just domestic containers, are the corregated sided ones stronger and more durable than the smooth sided one? Thanks
I actually used to work as a cargo container repairman so I think I can answer you questions. Cargo containers are almost always corrugated (metal walls have a zig zag shape) and are made out of steel. Some very old 20’ containers have smooth steel walls but those are a rarity. Nearly all of your reefers are made out of aluminum and those are all smooth. Both reefers and steel cargo containers can be stacked 7 high with no problems.
The steel isn’t that thick at all on the metal cargo containers. The walls and ceiling are only about 1/8" of a inch thick. The rear panel is a little bit thicker. The doors are also 1/8" thick but they have some square tubing to give them a little more stiffness. All of the weight of the containers when they are stacked sits on the 4 corner posts. The four corner posts are made from 1/4" steel and are very tough.
Reefers are about the same with 1/8" stainless steel walls on the inside, a layer of thick foam, and then 1/8" aluminum panels. Nearly everything on the reefers is riveted by thick rivets so they are a pain to work on them.
Cargo containers can take a lot of abuse but repairs are made often. If you are going to put a container on a ship or truck there are certain rules to pass inspection. The roof can not exceed any corner post. The roof is frequently dented when forklifts lift a pallet too high. Any side dents can not exceed the side corner post. There can be no holes in the metal. Doors must close and lock. The wood floor panels can not have holes in them. All markings and numbers must be present. All the flooring bracing must not be bent or have cracked welds.
All of our domestic cargo containers probably go overseas sooner or later. Some go back and forth all the time. If you check the cargo containers on the merchant ships either going to China or coming from China they will all have American writing and names on them.
JB hunt is mainly a tucking company that ships truck trailers on trains. JB hunt also has a large fleet of ree
Thomas Thanks for the information. That helps Rich
Don’t assume that a container is “domestic” because it has the name of a US company or English writing on it. Containers are built either for overseas or “domestic” service (which includes Canada, and Mexico), and the specs are very different. Containers built to be handled on ships are a maximum 45’ long, and also come in 40’ and 20’ lengths. They must be capable of being stacked LOADED in very large piles (I don’t know how deep on the new post-Panamax vessels.) Domestic containers are built to be used on rail and highway only, and thus are more like a highway trailer. Typically they are 53’ long and cannot be stacked more than two high if loaded (empties, of course, can be stacked higher). There are some exceptions, or hybrids, such as domestic containers used in service to Puerto Rico or Newfoundland - here, it depends on whether or not the ship to be used is a true container vessel on which the containers will be stacked loaded, and what container length the ship is designed to accomodate. Some of the ships are more roll-on/roll-off ferries, which can handle ordinary highway trailers. As to corrugation versus smooth sides, I have little knowledge, but would assume the tradeoff is strength (corrugated would be stronger) vs. internal clearance (remember there are maximum outside dimensions for all such equipment, and the corrugated walls would have a thicker ‘footprint’, leaving less room for the cargo).
Link to a photo (apparently Michael Cereghino’s, not mine) of 2 different J B Hunt 53 ft. containers stacked in a well car - JBHU 299992-6 on JBHU 254446 in DTTX 765139’s “A” well:
http://farm6.staticflickr.com/5051/5557332899_13b52d7ed4_o.jpg
or http://www.flickr.com/photos/40105782@N08/5557332899/sizes/o/in/photostream/
Note the bottom one is stencilled “STACKING THREE HIGH ONLY” and “WTP OR J.B. HUNT PINLIFT”. In contrast, the top one is stencilled only for J. B. Hunt’s chassis or a hi-cube chassis required, to accomodate the ‘tunnel’ in the floor of the container, I presume.
The corrugations do stiffen the sides, of course - but the sides also brace and supplement the main rails, and especially the top ones or top chord - from buckling when in compression, as when hanging from a crane or lift by only the connection points, which are out near the ends as shown.
Smooth-side containers with a rigid foam insulation between the 2 ‘skins’ will act more like a composite beam (similar to an ‘I-joist’ for those who are familiar with those), and thereby also provide a stiffening effect. The theory is structural and beyond us here, but if the interior foam is reasonably rigid and confined against moving, and both skins are atttached to it either by glue or by and between frequent ribs or bracing, or similar, then one skin can take some tension, the other can take some compression, and the foam can take some shear as well as spread the load between the two. The same principle is used in Structural Insulated Panels (“SIPs”) - which look like giant ice cream sandwiches - and which are popular for certain kinds of building construction.
- Paul North.
I do work in an intermodal terminal and can tell you that a Hunt container can only be placed on a Hunt chassis. The front pins, tunnel area, & the rear locks are different dimensions than a regular domestic box,i.e.;EMHU, UPSU. This is so that Hunt’s chassis can never be used with anyone elses boxes, as they commonly use the same trains and terminals. All of the domestic boxes I’ve seen are high-cube, 9’6" high by 8’6". International containers are 20’ , 40’ , or 45’ long by 8’ wide. 20 footers are always 8’6" high and the longer lengths can be either standard 8’6" or high-cube 9’6" high. Hunt & domestic boxes do travel to Canada & Mexico on trains,( my ramp regularly sends loads to Vancouver).If you look at the stacking posts on Hunts, the red painted top casting has no opening to accept an IBC & can only be side-pin lifted and placed on the top of another domestic or international box. The blue painted top castings on Hunts & domestic boxes are wide-pick top-lift capable. The bottom castings have two holes on each side to allow stacking on either 8’ wide international or the wider spaced wide-pick domestic boxes.As far as I have seen in the last 12 years, we have never differentiated between a Hunt chassis or a high-cube(?) chassis for any Hunt boxes. I don’t know why that top box in the photo is marked that way. I hope that I’ve helped a little.
The reason is SIMPLE why JB Hunt has their OWN container Chassis pool. Have you ever seen the Shape of some of teh Chassis the OTHER POOLS SEND OUT ON THE ROAD. That and JB Hunt doing this made sure his Chassis would be Where they were NEEDED WHEN THEY ARE NEEDED.
It took an Act of CONGRESS to get the Chassis Pool PROVIDERS to fianally MAINTAIN the CHASSIS that were the link in the LOGISTICS chain on both ends. Sorry I pulled a few a FEW IM Loads in the late 90’s and would CRINGE when I had to be the guy bringing the can back to the Yard so our Local driver could load it up. I would have Tires that were Bald Lights out Brakes well lets just say sometimes you were lucky and 2 WORKED. If you said anything to the so called shop that they needed repairs they THREW YOU OUT OF THERE AS A TROUBLEMAKER. Why they did not have to OBEY FMCSA REGULATIONS as Container Chassis and IM Trailers were considered RR Equipment on the railyard yet on the road they are Trailers and subject to FMCSA RULES. Congress changed that FINALLY.