A sample chapter from
By
Ernest H. Robl
Copyright © Ernest H.
Robl 2002; all rights reserved
Chapters in the book Understanding Intermodal range from two to 12 printed pages This is one of the shorter chapters. Those who have visited my Intermodal Container FAQ page will reccognize some elements of that page in this chapter but also see that the chapter includes material not included on the Web page, such as the introductory illustration and the sections on solid waste disposal and specialized machinery.
Eastbound along the Columbia River at Horsethief Lake State Park in Washington state, this Burlington Northern train (photographed in 1994) is hauling trash from the Seattle-Tacoma area to a landfill in eastern Washington state. Successor BNSF has continued to operate this service. Color transparency original; file no. 940874. [This image is reproduced in black and white in the book.]
10
Specialized
applications and equipment
Widespread used of intermodal containers helped grow the global economy. And, international trade helped intermodal containers become the dominant form of international transportation. But, not all containers that you see on the road or on trains necessarily represent international trade—at least in the terms that most people are likely to see such trade.
That long string of intermodal containers behind a set of diesel locomotives may in fact contain trash. And, what may look like an intermodal container may actually be a piece of industrial machinery that will never shed its "intermodal" shell.
This chapter takes a look at a few specialized applications of intermodal applications; the next chapter looks at further lives of intermodal containers that have been retired from their primary roles because of obsolescence, damage, or simply no longer being needed by their owner.
Solid waste disposal
Solid waste, otherwise known as trash or garbage, has become a big business for railroads. Residents of big cities produce tons of trash per day, but, with skyrocketing real estate prices and environmental concerns, developing new landfills in or even near large cities has become all but impossible.
On the other hand, some poor and sparsely developed areas hundreds of miles away are more than willing to take that trash and to build new landfills—provided these projects produce money and jobs.
While no city is going to send its garbage trucks on round trips of several hundred miles, it does make sense to transfer this waste to a train and have the train deliver it to the processing site.
In most cases, these trains use intermodal technology, hauling the trash in open-top containers (with lids). Some trains use double-stack loadings; others, operating on Eastern routes with limited clearances, only single-level loading.
In double-stack loading, only the upper container needs a lid, as the upper container serves as a lid to the lower container, when the two are locked together.
Railcars used in these trash trains are often adapted older flatcars or intermodal cars that are no longer state of the art. Trash trains certainly do not need to be able to run at the speeds of trains carrying perishable cargo.
Specialized machinery
Large machinery that needs to be shipped over long distances, be relocated from time to time, and which needs at least some protection from the elements is now often built and delivered in a permanent ISO-container framework or enclosure.
This equipment ranges from military communications gear, to large diesel generators, to various other types of mining and industrial machinery. Yes, older containers used as secure storage are now becoming a staple at construction sites, replacing trailers previously used for this purpose. But, as discussed in the next chapter, these are re-uses of existing containers.
Here we are talking about new equipment that is permanently installed in containers or at least container-like frameworks.
It only makes sense. When Caterpillar or other companies build large diesel generators to be used at remote sites, it needs to make some provisions for moving this equipment from it place of manufacture to its place of use.
The container fittings also allow one of these generators, being carried in an intermodal well or on an intermodal platform to supply power to multiple additional containers requiring electricity for their heating or cooling units or other on-board equipment.
COLTainer® equipment
An unusual intermodal operation exists in U.S. state of Alabama, where coal is supplied to a power plant by a combination of rail and highway moves. Rather than transloading the coal, the coal is loaded into special open-top intermodal containers (with an end dump-gate) which are transferred between railcars and highway trucks equipped with hydraulic end dumping equipment. The rail movement is provided by Norfolk Southern.
The containers are called COLTainers®, but could also be used for other types of aggregates.
This operation was described in the January, 1997, issue of the magazine Railfan and Railroad.
Containers are carried on single-level railcars. They could, however, be stacked for empty shipment or empty storage because they have standard intermodal container fittings.
CargoSprinter
In late 1996, the German Railways (Deutsche Bahn or DB) announced a demonstration version of what amounts to diesel multiple-unit (DMU) trains for containers.
This concept, called the CargoSprinter, consists of multiple platforms, the end ones of each group are powered by a small diesel motor but which also can carry up to two 20 ft containers. The intermediate platforms are unpowered. The end platforms have a control cab, in addition to the cargo space.
Several of these trains can be linked together and run in MU configuration with a single operator.
These trains are designed to provide rapid service by rail between smaller container terminals and to provide competition for highway trucks.
This equipment was described and illustrated in the January, 1997, issue of Railway Age (p. 76).
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