© 2014 D. Clarke. All Rights Reserved. David B. Clarke University of Tennessee.

© 2014 D. Clarke. All Rights Reserved.

Railway Intermodal Transportation

REES 2014 Module D

David B. ClarkeUniversity of Tennessee


Definition

Intermodal shipment: a coordinated freight shipment that moves between origin and destination using two or more modes of transportationTypes of intermodalism:

unitizedbulk

Growth of unitized intermodal shipments has been a spectacular trend in transportation


Intermodal OperationsService marketed by railroad, motor carrier, barge line steamship line, or third partyRoles of modes

Motor carriers perform pick-up and deliveryRailroads perform land-side line-haulSteamship lines perform intercontinental movement

Terminal facilities provided by port, barge or steamship line, railroad, customer, or third party


Types of Service

Railroad intermodal transportation is typically described as either:

Trailer on flatcar (TOFC)Container on flatcar (COFC)

These categories no longer cover all types of service (e.g., RoadRailer)

Current intermodal rail cars don’t necessarily resemble flatcars.


(Above) TOFC Train, Union Pacific RR, Austin TX

(Right) Double stack COFC, BNSF Railway, Fort Madison, IA


Rail Intermodal Traffic GrowthRailroads began offering TOFC service in the late 1950s

many small, non-mechanized terminalsservice in general freight trains

Trailer Train Corporation (now TTX) was formed to handle rail equipment poolCOFC service paralleled the rise of marine containersRise of global trade propelled COFC growth during 1980sDomestic use of COFC is increasing


HISTORIC GROWTH

1975 1980 1985 1990 1995 2000 2005 2010 20150

2000000

4000000

6000000

8000000

10000000

12000000

14000000

16000000

Year

Un

its

The economic recession affected recent intermodal trends, in common with all freight movement.

Annual Intermodal Volumes(Sources: AAR & IANA)


Recent Traffic Trends


Intermodal Truck/Rail Comparison

Truck Intermodal Train

Unit of Shipment 1 truckload 1 train (250 truckloads)

Labor (2000 mile trip) 1 person 26 people (1 train)

Frequency of Service Daily / HourlyDaily (if volume warrants)Often less than daily

Annual Volume Required for Daily Service 365 91,250 (250 x 365)

TransitMile/day: 500Average MPH: 50Operates: 10 hrs/day

Mile/day: 500Average MPH: 21Operates: 24 hrs/day

Route InfrastructureUnlimited use of Federal and State road system

Use of privately owned rail network with limited use of alternate networks

Route Options

Virtually unlimited: many route options between origin and destination

Normally just one viable route between origin and destination

Source: BNSF Railway


Relative Costs

89’ railcar with TOFC 0.55

89’ railcar with COFC 0.53

Double stack railcar 0.41

RoadRailer 0.57

Truck 1.00

DeBoer provided the following cost indices for a 1,000 mile haul:


Intermodal ContainersAllow unitized movement of goodsDomestic and international versionsConfigurations include box, tank, flatbedStackableDimensions

length20 ft, 40 ft, 45 ft for international use48 ft, 53 ft for domestic use

width: 96″ international, 102″ domestic height: 4 ft, 8 ft, 8.5 ft, 9.5 ft


Chassis are normally used for movement of containers over the highway, although flatbed trailers can be used

© Sea Box, Inc.


Intermodal Trailers

Common lengths are 28 ft, 48 ft, 53 ft; width is 102″ max.80,000 lb GVW with tractorModified construction to withstand railroad service loads

reinforced doorslift rails

All configurations used; dry van and refrigerator most common


Trailer and Container Use Trends

High volume of import/export trade drives container growthDomestic container traffic is small, but growingTOFC service focused on domestic marketTOFC growth limited by

availability of compatible trailersneed for long-haul (>750 miles); 88% of truck traffic is less than 500 miles

Source: Intermodal Association of North America (IANA)


Mechanized Loading Technology

Gantry cranetransfer onlyrail or rubber tired25–50 ton lift capacityspan 32-76 ft5-8 container lift height

Straddle loadertransfer/storagerubber tired50 ton capacityspan 15-20 feetturning radius 35 ft outside2-5 container lift height

Side loadertransfer/storagerubber tired22–45 ton lift capacityturning radius 20 ft to 52ft requires aisles 30ft min to 75ft ideal2-3 container lift height

Reach loadertransfer/storagerubber tired50 ton lift capacity5-8 container lift height


Marine Gantry Cranes


Rubber Tired Straddle Loader


Side Loader


Reach Loader

Image from Mi-Jack Products, Inc.


Lift Spreader Assembly


The RoadRailer® may be handled over the highway like any conventional semitrailer

Carless Technologies


Or coupled in trains of up to 150 trailers

Coupler Mate Bogie


Source: Wabash National Corporation

1. Hostler trailer positions trailer.

2. Trailer air suspension lifts rear of trailer, tractor backs trailer onto rail bogie.

3. Trailer air suspension is vented. Steel coil springs lift tires clear of rail.

4. Tractor backs trailer to coupling with balance of train.

5. Tractor leaves leading trailer on landing gear. Air lines are connected and landing gear is raised on second trailer.

6. Rail locomotive backs CouplerMate® to trailer. Air lines are connected and landing gear is raised on all trailers.


Major U.S. Intermodal Terminals


Terminal Activities


Intermodal Terminal Elements

Provision for loading/unloading railcarsBox storage (long term or temporary)Vehicle storage (railcars/trailers/chassis)Check-in/check-out controlVehicle and box servicing/repairSecurity and lightingOffice and administrationInformation systemsVehicle scales


Roberts Bank, BC Marine Terminal

8 rail tracks @3,500 ft

Container storage

Marine berths (52 ft depth)

Truck gates(14 lanes)

Access road

Area: 210 acresMarine berths: 3 (3,609 ft)Daily truck trips: 1,800Other trips: 2,100Annual TEU capacity: 900,000Ground storage: 41,250 TEUs10 Post Panamax gantry cranes

Image from GoogleEarth


Marion, AR Intermodal Terminal

Storage Tracks (8)

Ramp Tracks (4)

Truck Gates8 lanes

Access Road

Annual box capacity: 375,000Ground storage: 2,600 boxesRamp track capacity: 326 carsStorage track capacity: 748 carsLength shown ≈ 2 mi

Parcel width ≈ 960 ft

Image from GoogleEarth

Union Pacific Mainline


Factors in Terminal LocationAccess to railroad and highway systemAccess to shipping (marine terminals)Site area, configuration, and topographyLand costAvailability of utilities and infrastructureAdjacent land usesProximity to customer baseProximity to other terminalsAbility to accommodate future growthLocal support


Terminal DesignLow volume (<100,000 annual lifts)

side loader operationrail loading tracks of 500-1000 ft length110 feet separation between tracksseparate parking areas for road vehiclesone way highway traffic circulation

Medium volume (100,000-500,000 annual lifts)rail loading tracks 1,000-3,000 ft stubbed or flow-throughside loader or straddle loader operation

High volume (>500,000 annual lifts)rail unloading tracks 3,000 to 8,000 ft, flow through preferredstraddle loader or gantry operation

In all cases, a linear design is preferable (trains are linear)


Future Issues for Intermodalism

Improving the railroad systemadding capacity to handle more businessmatching truck service characteristicsincreasing efficiency of intermodal equipment

Funding needed improvementsprivate sectorpublic sectorpublic-private partnerships

Developing a short-haul intermodal systemcurrently, intermodal is competitive for shipments >750 mi88% of truck trips are 500 mi or less


Intermodal Trains and Railway Infrastructure

Intermodal trains must be service competitive with trucksmaximum speeds of 50-70 mph typical; such speeds

consume track capacityrequire appropriate control systemrequire high train power/weight ratiorequire higher track and alignment standards

schedule requirements provide operating challenge

Train lengths to 7,500 ft routine; may reach 10,000 ft if conditions permit

adequate passing siding length needed on single track linesmultiple main track provides better capacity and operational flexibility, at higher costcareful terminal design needed to avoid conflict with mainline operations

Double stack trains need adequate clearances (20’ 3” min)


Shreveport

Meridian

Norfolk

Roanoke

ChattanoogaKnoxville

Greensboro

Jacksonville

Savannah

CharlestonBirmingham

Macon

New Orleans

Huntsville

Intermodal CorridorsMeridian SpeedwayCrescentHeartlandTerminal locationProposed terminal


Copyright Restrictions and DisclaimerPresentation AuthorDavid B. Clarke

Research Assoc. Prof. & Director, Center for Transportation Res. 309 Conference Center Bldg.Knoxville, TN 37996-4133 Phone: (865)974-1812 Fax: (865)974-3889 E-mail: [email protected]

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© 2014 D. Clarke. All Rights Reserved. David B. Clarke University of Tennessee.

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