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Why rail for project cargo?

Rail can be useful for:

  • transformers,
  • turbines,
  • generators,
  • heavy machinery,
  • steel structures,
  • long products,
  • energy equipment.

Heavy-duty railcars can carry very high loads.

But the route is constrained by:

  • bridges,
  • tunnels,
  • signals,
  • platforms,
  • overhead structures,
  • track geometry,
  • railcar axle/load limits.

Start with the originating railroad

BNSF's dimensional guidance says the shipper should obtain clearance, rates and car requests from the originating railroad; when originating on a short line, the first linehaul carrier may need to be involved.

UP similarly uses a dimensional-load clearance process before ordering certain heavy-duty cars.

Do not order a giant railcar first and ask about clearance afterward.

Information needed

Expect to provide:

  • exact length,
  • width,
  • height,
  • weight,
  • center of gravity,
  • load drawing,
  • railcar requested/proposed,
  • loading points,
  • overhang,
  • securement plan,
  • origin/destination tracks.

High-wide

Carrier thresholds differ.

BNSF describes excess oversized carload loads as including loads over 17 ft above top of rail and/or over 11 ft wide, plus certain end-sill overhang conditions.

That is BNSF's operating definition, not a universal federal threshold.

Each carrier/route must be checked.

Clearance study

Railroad engineering evaluates whether the loaded car can move on the intended route.

The approved route may be longer/slower than the normal freight route.

Special operating windows or restrictions may apply.

Heavy-duty flatcars

A clearance/engineering team may determine whether:

  • standard flatcar,
  • depressed-center flatcar,
  • heavy-duty car,
  • multiple cars,
  • idler car,

is required.

Idler cars

An idler is an empty railcar placed next to the loaded car to provide clearance for cargo overhang or equipment/load distribution requirements.

BNSF notes idlers may be required for overhang/excessive-weight dimensional movements.

Securement

The shipper is responsible for loading/tie-down/securement under carrier/AAR requirements unless otherwise arranged.

UP requires pre-shipment inspection for dimensional/open-top moves under its process.

BNSF likewise emphasizes carrier-specific approval of loading methods.

Loading site

Can the plant:

  • receive the specialty car?
  • safely crane the freight?
  • access both sides?
  • handle track curvature?
  • support lifting outriggers?
  • store idlers?
  • meet railroad clearance?

Transit expectations

Dimensional moves can be slower because:

  • special trains,
  • restricted routes,
  • inspection,
  • operating windows,
  • interchange approvals.

Do not quote normal manifest transit as guaranteed project-cargo transit.

Rail vs highway

Sometimes rail solves the highway permitting/bridge problem.

Sometimes rail creates its own clearance problem.

The best project plan compares:

  • origin/destination handling,
  • rail clearance,
  • highway first/last mile,
  • crane/transload,
  • total schedule/cost.

Bottom line

Dimensional rail starts with:

drawing → clearance → railcar → securement → inspection → movement

Related:

Have a dimensional load?

Send the dimensions, the weight, the lifting points and both facilities, and we will help you start the clearance and equipment questions early rather than late.

Request a Freight Quote

References

  • BNSF Machinery/Oversized FAQs: https://www.bnsf.com/ship-with-bnsf/ways-of-shipping/machinery-and-oversized/faqs.page
  • UP Seven Steps to Shipping Dimensional Loads: https://www.up.com/shipping/machinery/seven-steps