High-Cube Plate F Refrigerator Cars

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GATX Arcticar Frozen Foods by Rail

by Mark W. Heinz

(Mainline Modeler, September 1992, page 25-29)

Walk down the frozen foods aisle of any major supermarket, and the variety is staggering. Dozens of brand names and products, ranging from juices to vegetables to meats and desserts, not to mention complete entrees and dinners.

According to 1990 figures compiled by the Association of American Railroads, the category of food and kindred products showed 120,590,422 tons moving by rail, resulting in revenues of $2,188,377,802. Extrapolating AAR's data a bit further indicates frozen food items accounted for approximately 2.5 million tons of traffic which generated nearly $144.6 million in revenue. These figures translate to about 51,054 carloads of frozen food products moving by rail. That figure, however, represents but a fraction of the total market volume or volume of these same items moving by truck. And skewing the statistics further, there is no distinction made between refrigerated railcars versus intermodal cars.

As in years past, much of this traffic was transported in refrigerator cars, which according to industry publication Progressive Railroading, averaged about 19 to 20 years old in 1990. According to published figures, the fleet is declining. In 1980, there were 79,370 cars in service compared with 41,883 cars operating in 1990. About one fourth of those are mechanical refrigerator cars, according to one source, with the balance being insulated cars or cars cooled by means other than a mechanical unit.

Beginning in the late 1970's and early 1980's, producers and railroads alike began to look at alternatives to the venerable mechanical refrigerator car to reduce their transportation costs and provide a higher quality product to the consumer. Efforts included attempts to employ new processing technology such as the nitrogen-burst treatment of fresh produce prior to packaging and transit. Other efforts concentrated on the railcar, mostly regarding the method of refrigeration. While the motor-driven refrigeration unit used in mechanical refrigerator cars is a highly reliable piece of equipment, any failure en route can be quite costly in terms of claims for spoilage and loss of product.

An alternative to the mechanical unit was cryogenic technology which uses liquid carbon dioxide (CO2) to cool the car. Since there are few, if any, moving parts, the cryogenic car is not prone to equipment failure as it might be a conventional mechanical refrigerator car.

Despite its promising results, and the refinement of the technology in the last decade, only a small percentage of refrigerator cars in service are carbon dioxide cooled. Notable users are the Burlington Northern railroad, and J. R. Simplot, Cryo-Trans and Lamb-Weston among producers and private equipment operators.

That is about to change thanks to General American Transportation Corporation, the railcar leasing subsidiary of GATX. General American has introduced a 6,854 cubic foot capacity railcar, the GATX "Arcticar" which the firm touts as "the most efficient cryogenic railcar in the industry today." GARX 68000 was built by Portland, Oregon car builder Gunderson in September 1990, and went through the usual testing and refinement process before its formal introduction in April of 1991.

GATX is targeting frozen foods markets such as potatoes and other vegetables, meat, poultry, and juice concentrates. And GATC is out of the gate quickly: an initial order for thirty cars was placed shortly after the car's unveiling, to be built by Gunderson and operated by a major producer of frozen potato products.

That General American should be involved in marketing such a car as the Arcticar should come as no surprise since the company got its start in 1898 as a supplier of ice-bunker refrigerator cars. And like other private car companies, GATX saw the demand for other types of equipment grow, while demand for refrigerator cars diminished. Today, GATX is the largest full-service lessor of rail cars, primarily tank cars, and ranks second behind TTX (formerly Trailer-Train) in car ownership according to figures published in Progressive Railroading magazine's annual Car and Locomotive Yearbook. Car ownership is well over 54,000, with tank cars accounting for approximately 85 percent of the total. Now, nearly a century later, the firm seems to have come full circle with its renewed interest in refrigerator cars.

Development of the GATX Arcticar began approximately four Io five years ago in response to the needs and concerns expressed by producers and shippers in the frozen foods industry. They wanted a railcar that was more efficient and reliable than the traditional mechanical refrigerator, and one that could produce significant savings by lowering per pound transportation costs.

The Arcticar could do both, and its cost savings are favorable compared with a mechanical refrigerator railcar or a refrigerator highway trailer according to examples furnished by GATX.

A shipper moving 100 million pounds per year from Washington State to New York would realize typical cost savings per pound of about $.013 after rental and cost of CO2 with the Arcticar as opposed to a mechanical refrigerator car. That results in savings of $1.3 million on that 100-million-pound shipment or $6.5 million if shipping over 500 million pounds per year.

Compared with the refrigerator highway trailer, using the same move and tonnage, Arcticar produces even more impressive numbers. Typical savings per pound are estimated at $.031 or $3.1 million for the 100-million-pound annual shipment, and $15.5 million on a 500-million-pound annual shipment. The big white car can save some big green dollars!

And this big car is nearly 76 feet long over the couplers. With an exterior height just shy of 17 feet, and exterior width of just over 10 feet 7 inches, its dimensions earned the car a Plate F clearance designation. According to the Official Railway Equipment Register, the car carries the AAR mechanical designation "RC (Refrigerator Cryogenic-cooled) and is classed as R690 under the AAR type code. With a 6,854 cubic foot capacity, the car boasts over 50 percent greater capacity than the mechanical refrigerated car, according to General American. In comparison, most of Union Pacific's UPFE and Burlington Northern's BNFE cars are rated at between 4,200 and 4,300 cubic foot capacity.

Arcticar's finished interior dimensions are 67 feet 8 inches in length, 9 feet in width, and 11 feet 3 inches in height. Its interior is constructed of fiberglass reinforced plastic (FRP) panels combined with 5-inch foamed-in-place polyurethane insulation. The side walls, including plug doors with advanced door seals, are corrugated to permit CO2 vapor to flow down and around the product. Cooling is also enhanced by the floor, constructed of aluminum 'T' sections with diamond plate in the doorway area which allows the CO2 vapor to flow under the product as well. The car's exterior finish of Carboline epoxy primer, and Carboline D834 white urethane paint serves to reflect heat. All these features enable Arcticar to provide a consistent temperature distributed uniformly throughout the car.

Cooling is by carbon dioxide which is introduced into an insulated storage bunker running along the roof of the car by means of piping on the car's A-end. The car can be charged with up to 15 liquid tons of CO2. At a charging rate of 450 pounds per minute, it takes about an hour to provide a full 15- ton charge. Charging can be accomplished by means of either a CO2 tank truck or stationary terminal installation and is performed after the car is loaded with the product.

As the pressurized liquid carbon dioxide enters the roof-top bunker, the decrease in pressure causes the liquid CO2 to change into vapor and dry ice flakes. The vapor, which is heavier than air, travels downward via the side wall and floor channels around and onto the product, providing cooling of both the car and product.

The dry ice flakes, or "snow", which accumulates in the bunker, have a temperature of about -109 degrees F. To reach an equilibrium in temperature between the roof-top bunker and the product, the flakes "snow" sublimate into additional vapor which continues to be distributed throughout the car. Given the superior insulation characteristics of the bunker, specifically, and the car in general, the rate of sublimation is slower and more controlled than if the bunker were not insulated. As a result, the temperature in the lading compartment is maintained at a sub-zero temperature. GATX estimates that sublimation of all the CO2 in the bunker would not occur for 15 days or longer with a full 15-ton charge. Factoring into this estimate, however, are such considerations as external ambient temperatures in transit, product characteristics, and loading configuration.

GATX's initial order for 30 cars, GARX 68001-68030, was built in several phases, with the basic carbody, underframe, and running gear completed in May 1991. Built by Gunderson, the car features smooth welded sides and box girder end construction, the latter a common feature on cars built by Gunderson and its predecessor, FMC Corporation. This car's ten-foot-wide plug doors are supplied by Youngstown Steel Door. Keystone end-of-car cushioning devices are installed to reduce draft impact, an important consideration in the handling of delicate perishable products. Trucks are American Steel Foundry's "Ridemaster" model, a variably damped type whose design assists in the control of harmonic rocking by distributing forces in proportion to the load, without the need for hydraulic devices. The car rides on Keystone-supplied 36" F-15GR wheels. The brake equipment is type ABDW supplied by New York Air Brake.

The second phase of construction, painting, was performed by Rail Car Washington at its Chehalis, Washington facility. Here, the car is sandblasted, and the primer and exterior finish applied. The Arcticar logo and many of the other markings are also applied at this time. Exterior finishes are supplied by Carboline of St. Louis. Missouri.

The third phase is performed at the Rail Car Nebraska facility in South Omaha, Nebraska. Both Rail Car Nebraska and Rail Car Washington are subsidiaries of Rail Car America, a firm which specializes in railcar-related services, components and leasing.

Beginning in about mid-summer 1991, the painted car "shells" began arriving at the Rail Car Nebraska shop for completion of the interior and exterior finish work. To expedite these cars, Rail Car Nebraska set up a separate work area away from the main shop building to be used specifically for the Arcticar project. After being spotted, the cars are inspected for any problems that might have arisen in transit, after which the valves and piping for the CO2 system are installed on the A-end of the car, and the venting system installed on the B-end. From there, work progresses to the interior where the CO2 storage bunker, FRP sidewall panels and flooring are installed, and the foamed-in-place insulation applied. Inspections take place at each phase of this work to ensure quality of workmanship and materials.

With interior work completed, the next step is the application of various exterior markings, including the bilingual labels which are found on the car's ends and doors. Printed in both English and Spanish, these labels caution personnel about the CO2 charging line and its safe connection, venting procedures, and the location and function of the various piping and valves.

The final step occurs at Burlington Northern's Gibson Yard in Omaha. Nebraska where the cars are light-weighed and stenciled before being released to enter service.

The first car was completed on September 9, 1991, with the balance of the order completed by the end of the year.

The author wishes to acknowledge the assistance of Alex DeGutis, Debbie Grant. Dick Hallman, and Jim Sobie of General American Transportation Corporation for their assistance in the preparation of this article.

GATX Arcticar - A Second Order of Cryogenic Railcars

by Mark W. Heinz

(Model Railroading, September 1993, page 22-25)

In April of 1991, General American Transportation Corporation introduced its 6,854 cu.-ft.-capacity cryogenic railcar — the "Arcticar." The prototype car, GARX 68000, was built by Gunderson of Portland, Oregon, in September of 1990 and was placed into service shortly thereafter. Unlike a conventional mechanical refrigerator car, the Arcticar uses carbon dioxide to cool the product being transported. After a period of testing and refinement, the car was formally introduced to the transportation industry along with the announcement of an initial order for 30 cars.

GARX cars 68001-68030 were to be completed in several phases by several different firms. The basic carbody including underframe and running gear was constructed by Gunderson, after which the cars were sent to Rail Car Washington in Chehalis, Washington, for painting of the cars' exteriors. The cars were then sent to Rail Car Washington's sister company, Rail Car Nebraska at South Omaha, Nebraska, for completion including installation of the CO2 system and installation and finishing of the interiors. A more comprehensive article on the economics and construction of the first order of cars appears in the September 1992 issue of Mainline Modeler magazine.

[photo caption] GARX 68031, the first car of the 50-car second order of Arcticar cryogenic boxcars built by Gunderson in July 1991. Unlike the first order of 30 cars, the cars were completed and painted at Rail Car Nebraska's South Omaha, Nebraska, shop. The car awaits weighing and stenciling at BN's Gibson Yard on March 14,1992.

[photo caption] The installation of a rust-colored Youngstown Steel Door plug-door and its associated hardware add a bit of color to the primer gray of GARX 68068. The CO2 plumbing and interior have yet to be installed, after which the car will be sandblasted and painted. South Omaha, Nebraska. May 30,1992.

[photo caption] The attractive gold, black and white emblem of McCain-USA, Inc., compliments the blue "Arcticar" graphic of GARX 68038. Unlike the first order of cars, the second order carries the emblems of its lessees. Gibson Yard, Omaha, March 16,1992.

[photo caption] GARX 68034 is part of the second order of 50 Arcticar cryogenic cars, a portion of which is leased to McCain-USA, Inc., a producer of frozen-food products. The cars will be weighed and stenciled before entering service. Rail Car Nebraska. South Omaha, NE.

[photo caption] The application of the red "Carnation" is quite evident in this view of GARX 68055, which had been in service for about two months before the lettering was applied. The car is one of the second order of 50 cars including GARX 68031-68080. South Omaha, Nebraska, August 5, 1992.

Following the success of the first order, a second order was placed for 50 cars, GARX 68031-68080. Gunderson was again chosen as the builder of the car "shells" with Rail Car Nebraska to again perform the finish work.

GARX 68031-68066 were built in July 1991 with the balance of the order completed the following month.

Beginning in late December of 1991, the car shells began arriving at BN's Gibson yard in Omaha, Nebraska, for eventual delivery to the Brandon Railroad. The Brandon performs switching for Rail Car Nebraska's facilities and, like Rail Car Nebraska, is a subsidiary of Rail Car America, a firm specializing in railcar-related services, components and leasing.

Unlike the first order, however, the cars were not painted prior to shipment and, in fact, lacked the installation of the doors. Painted a medium gray, the cars carried only the rudimentary information necessary for safe movement in compliance with applicable regulations. This included the reporting marks and number, excess height warnings and other stenciling.

Shortly after the first of the year work began on the cars, starting with the installation of the doors. Work then progressed to installation of the external CO2 piping and venting appliances and completion of the cars' interiors. Also, unlike the first order, the various holes and brackets for the piping system had been completed by Gunderson prior to shipment to Rail Car Nebraska.

With the interior finished and all external appliances in place, the cars were spotted for sandblasting of the exterior, after which the cars were spotted for painting and stenciling.

Two small groups of cars within the second order differ significantly in appearance from the other cars in that they carry the trademark and tradename of the lessee. One group is leased to McCain USA, Inc., the United States subsidiary of McCain Foods, Ltd., of Canada. The second group is leased by Carnation, whose name and product line is well known to consumers nationwide.

McCain products are marketed under its own label primarily in the northeast and mid-Atlantic states, while its products are distributed nationwide under various private labels. McCain USA, Inc., consists of three subsidiaries which produce three distinct product lines. McCain Foods, Inc., is a large producer of frozen French fries marketed under its "Golden SuperFries" label. Juice and frozen juice concentrates comprise the product line of McCain Citrus, Inc., the largest producer of frozen juice concentrates marketed under private labels. The subsidiary also markets the "McCain" and "Boku" juice lines under its own label. McCain-Ellio Foods, Inc., is a producer of frozen pizza whose primary market is in the Northeast where it recently held the top position in this market. As with the other subsidiaries, the pizza line is also marketed and distributed under private labels. Cars known to carry the McCain emblem are GARX 68031-68036, 68038 and 68040, in addition to GARX 68030 from the first order.

The cars leased by Carnation expand that firm's fleet of cars using cryogenic technology. Their trademark also appears on cars bearing CRYX reporting marks which are of a design very similar to the Arcticar. Cars verified as carrying the Carnation trademark are GARX 68043, 68049, 68053, 68055, 68056, 68059, 68064 and 68065.

With the exception of the trademark and tradename, the second order does not differ in appearance or equipment from the first.

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