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[quote user="MP173"] Hey, in case anyone wants to know...NS 218 this morning (7am) had 52 trailers, no containers.  Of the 52 trailers, at least 12 were UPS trailers, probably more as there were lease trailers on the train. Lots of big orange too.  Trains 217/218, the Greensboro - Chicago trains typically only have 50 - 60 trailers...there must be pretty good revenue for these to justify that small of train.    What is the average trailer revenue per mile these days?  About a buck a mile?   That yields about $45k for this trailer.  That seems thin.   ed [/quote] All the railroads have to do to attract more trailers is to keep the TOFC rates consistently below the cost of taking that trailer OTR.  Just make sure you get it to the unloading dock on time, that's all we ask. It is interesting in the barge vs rail debate, since the barges can stack 'em five high, their container per platform ratio potential is 2 1/2 times that of the railroads.  But for trailers, both types can only go single stack - barges can be specialized to have multiple decks for trailers, but that usually is not practical since they prefer to load trailers bulk crane lift style, not ro/ro.  Too much specialized infrastructure at the barge ports, and not that much demand for shipping trailers at 7 mph.  So any trailers are shipped as add ons to container barges, and such is a rare occurance.   But ISO containers only need to meet ship departure schedules, and thus they can be shipped JIT.  That's why containerization has really blossomed on the Columbia/Snake waterway.  Haven't seen much in the way of domestic containerization though.
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