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Preliminary inland intermodal study finds niche opportunities near Tri‑Cities; empties and export/import imbalance are barriers
Summary
Stakeholders and case studies show inland terminals can work in limited, niche markets where empty containers are available (Tri‑Cities/Wallula); Central/Eastern Washington faces a large export-to-import imbalance and geography (Ellensburg vs. Tri‑Cities) that limits broad inland intermodal competitiveness.
Project leads presented preliminary results of the Inland Intermodal Feasibility Study based on interviews, PEERS customs data and roughly 16 case studies. Key takeaways:
- Exports are concentrated in Ellensburg for commodities such as hay because hay presses, not farms, are the shipping points. That creates a strong export base in central Washington but a short truck distance (about 120 miles) to the ports, making inland rail less competitive for many shippers unless empty containers are available nearby.
- Central and eastern Washington show an export‑to‑import imbalance (preliminary estimates ~4:1 exports to imports). That imbalance forces truckers to bring empties from the ports, increasing the cost of inland intermodal solutions and reducing ocean carriers’ incentive to release equipment for niche inland operations.
- Operators that have succeeded (Tri‑Cities, Savage Intermodal, Northwest Container Systems examples) do so by sourcing empties from east‑bound trains or port release programs and by communicating operational value with ocean carriers and railroads. Success depends on building a one‑way empty‑capture model rather than competing with two‑way truck trips on short hauls.
Speakers emphasized the need to engage ocean carriers and class‑I railroads early, to design projects that serve distinct market niches and to consider regional network effects so smaller inland facilities can achieve scale. The study remains preliminary, and staff said final recommendations and a completed report will follow later in the year.
