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Boxcar

A boxcar is a fully enclosed, rectangular railroad freight car designed to transport a wide variety of protected cargo, such as appliances, paper products, and packaged goods, while shielding them from weather and theft; it typically measures 40 to 60 feet in length, has a load capacity of 70 to 100 tons, and features one or two side doors that are either sliding or plug-style for loading and unloading.^[1]^[2]^[3] Boxcars have been a cornerstone of North American rail freight since the early 19th century, evolving from simple wooden enclosures to versatile steel vehicles that dominated general merchandise shipping for over a century.^[4] Initially constructed primarily of wood starting in the 1850s, these cars became a standard feature of the industry by 1896. Steel construction began in the early 20th century, with steel underframes introduced around 1910 and all-steel designs standardized in 1932, to enhance durability and fire resistance.^[5]^[4] Steel construction became increasingly common in the 1930s, particularly during World War II, though wooden boxcars continued in use until they were phased out in the late 1960s due to safety regulations.^[6]^[1] The design's versatility allowed boxcars to handle diverse non-bulk commodities, from bagged cement and lumber to automobiles and consumer electronics, often customized with features like cushion underframes for shock absorption or double doors for oversized loads.^[7]^[8] Subtypes include standard single-door models for general freight, insulated variants for temperature-sensitive items, and specialized refrigerated boxcars—though the latter are often classified separately today.^[9]^[10] In modern rail operations, boxcars remain in use for shipments requiring enclosure, such as rolled paper, metals, building materials, food products, and automotive parts, but their fleet has declined since the mid-20th century due to the rise of intermodal containers, specialized cars like centerbeams for lumber, and more efficient trucking alternatives.^[3]^[11] As of 2024, the North American boxcar fleet numbers approximately 110,000 cars, continuing to decline with many units retiring due to age; major carriers like Union Pacific and CSX maintain fleets primarily of 50- to 60-foot high-cube models with 100-ton capacities, emphasizing adaptability to sustain their role in less-than-truckload freight networks.^[1]^[5]^[12]

History

Origins and Early Development

The emergence of boxcars in the early 19th century addressed the limitations of open freight cars during the rapid expansion of American railroads following the 1830 completion of the Baltimore & Ohio Railroad. Prior to enclosed designs, flatcars and gondolas exposed goods to weather and pilferage, prompting innovations to safeguard cargo. The first covered freight cars appeared in 1833 on the Mohawk & Hudson Railroad in upstate New York, where gondolas were fitted with canvas tarpaulins to shield loads from heavy snow and rain during winter operations.^[4]^[5] These rudimentary covers marked the initial step toward protected transport, driven by the need to carry perishable items like produce and valuable manufactured goods without spoilage or loss from environmental exposure and theft.^[13] By the mid-1830s, the Baltimore & Ohio Railroad developed a more practical boxcar prototype, featuring a basic wooden enclosure measuring 30 feet in length, 7 feet in width, and capable of a 10-ton capacity.^[4] Constructed entirely of wood with a simple roof and walls, this design provided end-loading access and basic side doors, enhancing versatility for diverse freight during the railroad boom. The motivation stemmed from the era's economic growth, where unprotected cars led to significant damage and security risks for high-value shipments, necessitating enclosed cars to support expanding commerce in goods such as textiles and foodstuffs.^[5]^[13] Early boxcar designs exhibited regional variations before full standardization, reflecting local needs and materials availability in the pre-interchange era. In northern lines like the Mohawk & Hudson, canvas-over-gondola setups prevailed for seasonal weather protection, while southern and midwestern railroads often incorporated partial roofs or open platforms to facilitate loading in varied terrains.^[4] These ad-hoc features, such as incomplete side walls or elevated end platforms, allowed for easier access but offered limited enclosure compared to later fully boxed structures, prioritizing functionality over uniform protection in the nascent freight network.^[5]

Standardization and 20th-Century Evolution

The Master Car Builders Association (MCBA), established in 1867, developed early interchange rules that facilitated the cross-railroad use of freight cars, including boxcars, by promoting uniformity in design and dimensions to resolve compatibility issues arising from growing rail networks.^[14] By 1870, the MCBA had adopted key standards, such as the archbar truck, which further supported standardized interchange and laid the groundwork for consistent sizing across lines.^[15] A major evolution occurred with the shift from wooden to all-steel construction, culminating in the 1932 American Railway Association (ARA) standard boxcar design, which was continued by the Association of American Railroads (AAR) after 1934.^[16] This transition enhanced durability against weather and wear while boosting load capacities to 40-50 tons, enabling more efficient freight handling compared to earlier wooden models limited to around 30 tons.^[17] Boxcar dimensions also evolved to meet expanding freight demands; late 19th-century models typically measured 36 feet in length, but the 40-foot length became the postwar standard by the late 1940s, reflecting widespread adoption under AAR guidelines.^[4] Meanwhile, 50-foot boxcars began emerging in the 1930s, particularly for longer-haul commodities like automobiles and lumber, offering greater cubic capacity without exceeding track curves.^[5] During the Great Depression, railroads pursued innovative designs for economy and utility; the Baltimore & Ohio (B&O) introduced its "Wagon Top" boxcar in 1935, featuring an arched, ribbed steel roof built in-house to reduce material costs and simplify fabrication.^[18] Similarly, the Pennsylvania Railroad (PRR) developed the "Round Roof" boxcar in the early 1930s, with a curved roof profile that raised interior height to 10 feet, accommodating bulkier loads like machinery and increasing volumetric efficiency.^[19]

Design and Construction

Structural Elements

The underframe of a boxcar forms the foundational steel structure that supports the car's body and distributes weight to the trucks. In modern designs, it often features a cushion underframe system, which incorporates draft gear and shock-absorbing mechanisms to mitigate impacts from coupling and track irregularities, enhancing cargo protection and car longevity.^[3] The trucks, consisting of wheelsets and axles mounted beneath the underframe, typically employ 100-ton capacity roller bearing assemblies in contemporary builds to handle gross rail loads up to 286,000 pounds while ensuring stable load distribution across the rails.^[2] Boxcar walls and roofs are primarily constructed from riveted or welded steel sheathing, providing durability and weather resistance essential for enclosed freight transport. Single-sheathed configurations use one layer of exterior steel panels over a structural frame for adequate strength in general-purpose cars, while double-sheathed designs add an inner layer for enhanced rigidity and protection against dents or punctures. Insulated variants incorporate polyurethane foam or fiberglass between the sheathing layers in walls and under the roof to maintain temperature-sensitive cargo, such as perishables, with minimal thermal bridging.^[8] Roofs are contoured or flat steel panels sealed at seams to prevent water ingress, often with reinforcement ribs for load-bearing support during overhead loading operations. The ends of a boxcar are engineered for structural integrity, typically featuring fixed or hinged steel panels that resist compression forces from stacked cars or shifting loads. These ends, often in Dreadnaught or similar corrugated designs, include integrated grab irons—steel handholds compliant with federal safety standards—to enable safe crew access for inspections and maintenance.^[20] Overall, boxcar dimensions emphasize standardization for rail clearance, with typical inside heights of 10 to 15 feet and widths of 9 to 10 feet, allowing for weatherproof enclosures and load capacities up to 100 tons in modern all-steel constructions that evolved from early 20th-century designs.^[3]^[21]

Doors and Interior Features

Boxcars are equipped with various door types designed to facilitate secure and efficient loading and unloading of freight while maintaining the integrity of the enclosed space. The most common configuration features sliding side doors, typically 8 to 12 feet wide, which allow for straightforward access to the interior and can be operated manually or mechanically to accommodate a range of cargo sizes.^[3] Double sliding doors, often totaling 16 feet in combined width, are used for wide or bulky loads such as lumber or machinery, providing broader opening for forklift entry or pallet handling.^[22] Plug doors, which compress against a rubber gasket when closed, offer superior sealing against weather, dust, and moisture, making them ideal for sensitive commodities like paper products or canned goods that require protection from environmental elements.^[22] End doors, though rare and typically found on specialized variants, enable loading from the car's ends for elongated or awkwardly shaped items that do not fit through side openings.^[23] The interior of a boxcar is configured to protect cargo during transit and support securement methods. Walls and floors are often lined with wood or steel sheathing to cushion against impacts and prevent damage from shifting loads or sharp edges; for instance, nailable wood or steel floors allow for direct fastening of bracing materials.^[3] Tie-down anchors, embedded in the floor and walls, provide attachment points for straps, chains, or banding to immobilize freight, with capacities often rated for loads up to several thousand pounds per anchor assembly.^[24] Movable bulkheads, such as adjustable gates or partitions, can be positioned to divide the interior and brace loads, particularly for palletized or stacked goods, ensuring stability over long hauls.^[25] Dunnage racks or elevated flooring options accommodate palletized shipments by creating space for airflow beneath loads and facilitating even weight distribution.^[26] Safety features on boxcars are mandated by federal regulations to protect railroad personnel during coupling, inspection, and maintenance activities, with specifications from 49 CFR § 231.1 for cars built before October 1, 1966, and similar requirements in later sections (e.g., § 231.27) for modern builds. Side and end ladders, constructed of steel with maximum spacing between treads of 19 inches and minimum clear tread lengths of 14 inches for end ladders and 16 inches for side ladders, provide access to the roof and running boards.^[23] Stirrups, or sill steps, are positioned at doorways and ends for mounting and dismounting, typically located not more than 24 inches (preferably 22 inches) above the top of the rail. Handholds and grab irons, made of at least 5/8-inch diameter steel, are installed along the sides, ends, and roof edges—such as horizontal bars over ladders and vertical ones at doors—extending a minimum of 16 inches (preferably 24 inches) in length with clearances of at least 2 inches (preferably 2.5 inches) from the car body to prevent snagging.^[23] These appliances comply with Association of American Railroads (AAR) interchange rules and Federal Railroad Administration (FRA) standards under 49 CFR Part 231, ensuring structural integrity under dynamic loads.^[23] Non-refrigerated boxcars incorporate ventilation options to regulate temperature and humidity for perishable or moisture-sensitive freight without full enclosure compromise. Roof hatches or vents allow passive airflow from above, often propped open during transit to exhaust heat or fumes while preventing direct rain entry through screened covers.^[26] Side louvers, positioned near the roofline or doors, feature adjustable slats or grates that permit cross-ventilation, directing air circulation to maintain cargo condition in warmer climates or for items like fresh produce in ventilated configurations.^[27] These systems balance protection with breathability.

Types and Variants

Conventional Boxcars

Conventional boxcars represent the standard, general-purpose design for enclosed freight transport on railroads, featuring enclosed structures with side doors for loading and unloading protected cargo. These cars, typically constructed from steel, provide weatherproof protection for non-perishable goods without specialized fittings for temperature control or bulk handling.^[26] The 40-foot boxcar emerged as a post-World War II standard, adhering to Association of American Railroads (AAR) specifications with an interior length of approximately 40 feet 6 inches, suitable for medium-sized loads such as appliances and packaged goods like canned items or bagged cement.^[28]^[29] These cars offer a cubic capacity of around 3,700 to 3,900 cubic feet, allowing efficient transport of items requiring moderate space without excessive length.^[30]^[31] In contrast, the 50-foot boxcar, introduced in the 1930s and now the predominant configuration, features an interior length of 50 feet 6 inches, accommodating longer freight such as lumber or machinery parts.^[5]^[32] With a cubic volume of 5,000 to 6,250 cubic feet, these cars support loads up to 100 tons, making them versatile for general merchandise that benefits from extended interior space.^[33]^[34]^[3] Door configurations in conventional boxcars vary to suit loading needs: single-door setups, typically 10 to 12 feet wide, provide general access for standard palletized or boxed cargo, while double-door designs, offering up to 16 feet of combined width, facilitate easier handling of oversized or bulky items within the car's dimensions.^[1]^[3] Overall, these capacities—ranging from 5,000 to 6,000 cubic feet in larger models—make conventional boxcars ideal for non-perishable, protected freight that does not require specialized environmental controls.^[33]^[34]

Hi-Cube and Specialized Variants

Hi-cube boxcars, introduced in the mid-1960s, represent an evolution in boxcar design aimed at maximizing vertical loading space for low-density, high-volume cargoes such as auto parts and appliances.^[35] These cars typically feature lengths of 50 to 60 feet, with external heights ranging from 16 to 17 feet, providing internal capacities of 6,000 to 7,500 cubic feet.^[33]^[34] A standard configuration includes double plug or sliding doors to facilitate efficient loading and unloading of bulky items.^[3] Specialized variants of boxcars adapt the basic design for particular commodities, incorporating features like cushioned underframes to minimize damage from vibrations and impacts. Automobile boxcars, often hi-cube models measuring 86 feet with capacities up to 10,000 cubic feet, employ these cushioned underframes along with double doors to transport auto parts securely, protecting components during transit.^[3]^[36] Some variants feature cushioned underframes and additional securing elements to protect delicate or shifting loads, such as furniture or packaged goods.^[26] For bulk commodities, boxcars could be temporarily fitted with grain doors—removable wooden or composite panels installed over standard doors—to enable the transport of loose grain without spillage, allowing versatile use beyond dedicated grain hoppers.^[37] These adaptations were common until the widespread adoption of covered hoppers in the mid-20th century. Older hi-cube designs face routing limitations due to their elevated profiles, requiring routes with enhanced vertical clearance such as AAR Plate F; they are incompatible with many intermodal double-stack operations, which demand even greater overhead space under Plate H or higher.^[38] Manufacturers like Gunderson and Trinity Industries have produced notable hi-cube examples, often featuring plug doors that create airtight seals for moisture-sensitive or perishable loads in controlled environments.^[39]^[38]

Usage

Freight Transport

Boxcars have served as a primary means of transporting protected general freight since the 1830s, offering an enclosed structure that shields cargo from environmental exposure and theft. Typical loads include packaged goods such as appliances, canned foods, and machinery, as well as lumber and other manufactured items that require safeguarding during transit.^[1]^[13] This design versatility allowed boxcars to handle a broad range of non-bulk commodities, from consumer products to bagged agricultural goods, making them indispensable for secure overland shipment.^[1] Loading and unloading operations typically occur through large side doors, utilizing forklifts or conveyor systems to move cargo efficiently into the car's interior. To ensure stability during transit, shippers employ dunnage—such as wooden braces, straps, or padding—to secure loads against shifting, preventing damage from vibration or sudden stops. For instance, unloading a boxcar of 13,000 unpalletized cases of canned goods in the early 1930s could take up to three days due to manual labor requirements.^[1]^[40] In terms of route efficiency, boxcars formed a key element of mixed-freight trains, where they were combined with other car types to optimize network utilization across rail lines. During the mid-20th century peak, boxcars were a significant component of train consists, enabling flexible routing for diverse shipments over long distances while balancing load distribution for locomotive performance.^[13] This integration supported reliable point-to-point delivery in an era when railroads dominated intercity freight movement. Economically, boxcars facilitated the national distribution of manufactured goods from the 1830s onward, underpinning industrial expansion by connecting factories to markets across vast distances. Their role peaked during World War II, when railroads, heavily reliant on boxcars for general merchandise, transported 69 percent of the nation's intercity freight—approximately 705 billion ton-miles annually—supplying critical war materials and sustaining the wartime economy.^[13]^[41]

Passenger and Miscellaneous Uses

While boxcars were primarily designed for freight, they were occasionally adapted for temporary passenger accommodations in the early 20th century, particularly for railroad and migrant workers. Railroads recruited Mexican laborers, known as traqueros, from the late 19th century through the 1950s, housing them in converted boxcars that served as mobile communities near work sites. These 36-foot boxcars, measuring about 300 square feet, were fitted with basic bunks, wood stoves, and curtains to divide spaces for families of up to 10 people, often lacking plumbing or electricity.^[42]^[43] Similar conversions occurred for circus and carnival train crews, where boxcars were outfitted with simple sleeping quarters to transport performers and staff between engagements, forming part of "rolling villages" that included commissary cars. These adaptations were rare and short-term, driven by the need for affordable, portable housing during peak seasons.^[43]^[44] During World War II, boxcars saw widespread military use as troop transports, especially the French "40-and-8" models capable of carrying 40 men or 8 horses. American forces utilized these and similar U.S.-built boxcars to move soldiers and supplies across Europe, with interiors hastily modified to include benches or seats for up to 40 troops per car. Postwar, such cars were donated by France as part of the 1949 Merci Train to express gratitude for U.S. aid.^[45]^[46]^[47] In miscellaneous roles, surplus boxcars provided emergency housing during labor shortages or disasters, replacing tent camps for workers and offering basic shelter until permanent facilities were available. At ports like Port Chicago during WWII, they stored munitions and supplies before loading onto ships, leveraging their enclosed design for security. Boxcars also appeared as props in Western films, such as in early 20th-century productions like The Great Train Robbery (1903), where they represented frontier rail transport in staged robberies and chases.^[42]^[48]^[49] These uses were always secondary and phased out quickly due to inherent limitations; boxcars lacked windows for natural light and ventilation, had no heating, ventilation, or air conditioning systems, and offered a rough ride from freight suspension, making them uncomfortable and unsafe for sustained passenger travel. Troops often reported difficulty sleeping in these modified cars, highlighting their unsuitability beyond emergencies.^[50]^[51]

Modern Developments and Decline

Technological Advancements

One significant engineering advancement in boxcar design during the mid-20th century was the introduction of cushioned underframes to mitigate vibrations and impacts during transit, particularly for fragile cargo such as electronics. In 1954, the Atchison, Topeka and Santa Fe Railway pioneered the "Shock Control" system, which featured a sliding center sill underframe with 10-inch travel capability, incorporating rubber elements to absorb shocks and reduce lading damage.^[52] This innovation marked a new era in boxcar construction, allowing for safer transport of sensitive goods by distributing buff and draft forces more effectively across the car's structure.^[53] Brake and coupler systems also underwent substantial upgrades to enhance safety and operational efficiency. Air brakes, which became the industry standard by the early 1900s following the Safety Appliance Act of 1893, were further refined in the post-1950s period with improved control valves and piping arrangements, such as the transition from KC to AB air brake equipment on many boxcars.^[54]^[55] Complementing this, automatic knuckle couplers—patented by Eli Janney in 1873 and mandated nationwide by 1900—replaced hazardous link-and-pin systems, significantly reducing worker injuries during coupling operations by enabling semi-automatic engagement without personnel between cars.^[56] In the late 20th century, efforts to boost payload efficiency led to research into lightweight alloys and composites for railway car structures, aiming to reduce tare weight while maintaining structural integrity. For instance, studies on magnesium alloys demonstrated potential for substantial weight savings in railway car bodies.^[57] These experimental designs represented a shift toward advanced materials to improve fuel economy and capacity in freight transport, though adoption in boxcars remained limited. Safety standards evolved concurrently, with the Federal Railroad Administration (FRA) establishing regulations in the 1970s to address accident prevention. Part 215 of the Code of Federal Regulations, effective from 1974, included provisions for end-of-car cushioning devices, requiring inspection and maintenance to ensure they were not leaking or inoperative, thereby minimizing derailment risks from excessive forces.^[58] Additionally, early FRA studies in the mid-1970s promoted reflective markings on freight cars to enhance nighttime visibility and reduce grade-crossing collisions, laying the groundwork for later mandatory reflectorization rules.^[59]

Shift to Intermodal and Current Role

The decline of boxcars in the United States accelerated during the 1960s as railroads shifted toward specialized equipment, such as flatcars designed for automobiles and other commodities previously transported in boxcars, alongside the growing adoption of intermodal containers that offered more versatile loading options. This transition was driven by the need for greater efficiency in freight handling, leading to a sharp reduction in boxcar demand; the U.S. fleet, which peaked at approximately 780,000 units in the mid-1950s and had declined to around 400,000 by the mid-1970s, had further dwindled to approximately 170,000 by 2000 as general merchandise traffic migrated to alternative railcars and modes.^[12] A key factor in this shift was the rise of intermodal transportation, particularly piggyback trailers introduced in the 1950s and expanded in the 1960s, which allowed trailers to be loaded onto flatcars for combined rail-truck service, providing faster door-to-door delivery compared to the slower loading and unloading processes of boxcars. The development of double-stack container trains in the 1980s further intensified competition, enabling railroads to transport more goods at lower costs per ton-mile through standardized 20- and 40-foot containers that could seamlessly transfer between rail, truck, and ship, capturing market share from less adaptable boxcar shipments.^[60] Today, boxcars maintain a niche role primarily for transporting bulky, non-containerized goods that do not fit standard intermodal equipment, such as pipe, lumber, and oversized machinery, with 50-foot and hi-cube variants being the most common in service. The active North American boxcar fleet stands at approximately 108,000 units as of 2024, with an average age of nearly 29 years, reflecting limited investment in new builds amid ongoing intermodal dominance.^[8] As of 2024, concerns have arisen about a potential boxcar shortage, with about 35% of the fleet expected to reach 50-year obsolescence by 2030 without sufficient replacements.^[61] Annual production remains modest at around 1,000 to 2,000 units, led by manufacturers like Trinity Industries and Greenbrier Companies, focusing on high-capacity Plate F designs to serve remaining demand in sectors like pulp and paper and wood products.^[8] Looking ahead, boxcars face constraints from rail infrastructure optimized for shorter 40- and 50-foot cars, limiting scalability for longer modern variants, though there is potential for modest revival in handling oversized e-commerce packages that exceed truck or container limits. However, sustained growth is unlikely without broader adaptations to compete with intermodal's efficiency, as the fleet is projected to shrink by about 22% to around 80,000 units by 2030 due to retirements and low replacement rates.^[8]^[12]

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These were some of the most widely used railway boxcars; transporting food, Soldiers, ammunition, animals, and other war supplies. The boxcars were constructed ...
[47]
About the Forty & Eight Boxcar - Vermont National Guard
The Forty and Eight boxcar was donated by France to Vermont after WWII. It was a French wagon holding 40 men or 8 horses, used in both World Wars.
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NJ's Merci Train Boxcar — United Railroad Historical Society of NJ
Known as a “40 and 8” car for its capacity of either 40 soldiers or 8 horses, these rugged vehicles became enduring symbols of wartime sacrifice. In Feb ...
[49]
Boxcar at Port Chicago Memorial (U.S. National Park Service)
Jun 30, 2024 · The boxcars at Port Chicago were critical in the logistical operations of transporting munitions. These boxcars arrived by rail from various ...
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The Great Train Robbery (1903) - Filmsite.org
One of the milestones in film history was the first narrative film, The Great Train Robbery (1903), directed and photographed by Edwin S. Porter - a former ...<|separator|>
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World War II Troop Car | B&O Railroad Museum
A compact troop transport car that could house up to 30 soldiers at a time, which many soldiers said were near impossible to sleep in.
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Boxcar storage shed revisited - Trains Magazine
Dec 22, 2024 · An ex-Great Northern boxcar is used as a storage shed with plywood doors, a light, and wood cribbing. The original door was removed and ...
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Vol 8 Santa Fe Box Cars: The Shock Control Era 1954-1995
This was the colorful Shock Control and Super Shock Control era. Chapters include The Last of the Name Train Slogan Cars, “Shock Control” Underframes – A New ...
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cushion underframe - my Model Railroad Dictionary 2
Mar 6, 2020 · Cushion underframe is a mechanism that greatly increases the front-rear stroke of the coupling, and increases the buffering capacity of the coupling device.a question about AT&SF "Shock Control" boxcars - Trains.com ForumsBoxcar lettering questions - Prototype information for the modelerMore results from forum.trains.com
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Air Brakes for Freight Trains: Technological Innovation in the ...
Jun 11, 2012 · In 1889, less than 8 percent of the nation's freight cars were equipped with automatic air brakes, according to ICC Statistics, 1889. 3. 3 ...Missing: boxcars 1950s
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[PDF] Brake System Design Optimization Volume l A Survey and ...
1870 -. 1884 -. 1886 -. Master Car Builders Association Formed to Estab- lish Interchange Rules. Standing Committees Established for Wheels, Axles,. Power ...
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[PDF] The Janney Coupler - ASME
The knuckle or vertical plane coupler patented by Eli Janney in 1873 (with improvements in 1879 and 1882) makes these connections possible. FIG 1 – MODERN PHOTO ...
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The next generation material for lightweight railway car body structures
Aug 5, 2025 · The aim of this study was to examine the possibility of lightweight railway car body construction using magnesium alloys from the structural and ...<|separator|>
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49 CFR Part 215 -- Railroad Freight Car Safety Standards - eCFR
This part prescribes minimum Federal safety standards for railroad freight cars, applying to cars on standard gage track, with some exceptions.
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[PDF] Retroreflective Markings on Rail Cars
Tests conducted by the Volpe Center in the early and mid-1970s showed that use of reflectors or reflective materials made trains more visible at night. A 1980 ...
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[PDF] FDA Consumer, September 1975 - Quackwatch
Sep 1, 1975 · tions—that part of the boxcar fleet be used only to transport food ... products moved by rail in 1974. The railroads have more than. 800,000 box, ...
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[PDF] Table of Contents and Section 1 – General Service Boxcars [sample]
In the mid-1970s, the total number of boxcars in the North American fleet exceeded 400,000 units; however, as railroads lost significant volumes of general ...
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[PDF] FREIGHT RAIL HISTORY - Association of American Railroads
The rate of return had been falling for decades: it averaged 4.1% in the 1940s, 3.7% in the 1950s, and 2.8% in the 1960s.
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Does Growth Look Like a Boxcar? - Railway Age
Oct 7, 2024 · Boxcars haul multitudinous products including some bagged commodities found in a bulk railcar. It has survived and evolved several forecasted ...