Where Is COFC Used? Ports, Terminals, and Corridors Explained

COFC (Container-on-Flatcar) is not limited to a single type of location; it functions as a bridge between maritime, rail, and road networks. Understanding where COFC is used helps logistics planners match mode to route and infrastructure. This entry outlines the typical places and corridors where COFC is deployed and why certain locations are especially well suited to intermodal container movement.

Primary locations where COFC is used

• Seaport terminals: Major marine terminals use COFC to move containers inland once they are discharged from ocean vessels. Ports with integrated rail yards or on-dock rail are particularly efficient because containers can be lifted directly from ship to rail without extra drayage.
• Inland intermodal terminals (rail ramps): These facilities serve as inland gateways where containers are transferred between truck and rail. Rail ramps are often located near industrial zones or distribution centers to shorten last-mile drayage.
• Regional and national rail corridors: High-density rail corridors—such as those connecting West Coast ports to the U.S. Midwest, or north–south lanes in other regions—see frequent COFC service. Railroads concentrate intermodal trains on trunks where double-stack and unit train operations are efficient.
• Distribution hubs and logistics parks: Warehouses built adjacent to intermodal terminals or rail-served sites receive containers directly by COFC, simplifying inbound flow into fulfillment operations.

Examples of notable corridors and hubs

• North America: The Los Angeles/Long Beach to Chicago corridor is a classic high-volume COFC route; other notable corridors connect Gulf and East Coast ports to inland hubs in the Midwest and Southeast.
• Europe: Ports like Rotterdam and Antwerp feed intermodal rail services into Germany, France, and Central Europe, where COFC-style container trains are common between ports and inland terminals.
• Asia and Eurasia: China’s rail corridors and increasing China-Europe block trains illustrate COFC-like operations across long distances, often linking ports with inland manufacturing or consumption centers.

Where COFC is less common

COFC is less practical in regions lacking sufficient rail infrastructure, where train clearances prevent double-stacking, or on very short-haul lanes where drayage and terminal handling costs outweigh rail savings. Rural areas with limited terminal access or routes with low freight density might favor truck-only solutions.

Terminal and infrastructure requirements

• Lifting equipment: Cranes and reach stackers to handle container lifts safely and quickly.
• Sufficient track capacity and accessibility: To stage and assemble intermodal trains and to allow efficient arrival/departure movements.
• Clearance for double-stack operations: Overpasses, tunnels, and electrification infrastructure must accommodate stacked containers where double-stack is used.
• Chassis and container yards: Space to stage chassis for drayage and secure container storage is essential to minimize dwell and congestion.

Connectivity considerations

COFC terminals should have strong connectivity to feeder trucking networks and warehousing. Proximity to highways, efficient yard layouts, and coordination with customs and inspection authorities are also critical—particularly at cross-border gateways.

Use-case examples tied to location

• Port-to-DC moves: A retailer imports seasonal goods via ocean vessel to the West Coast and uses COFC to move bulk containers to a Midwest distribution center adjacent to a rail ramp.
• Cross-border intermodal: Shippers moving containers between neighboring countries often use COFC where rail corridors provide direct, scheduled service and customs procedures are streamlined at intermodal hubs.
• Gateway consolidation: Large inland consolidation centers next to rail terminals receive partial loads by road, consolidate containers, and then ship them by COFC to export seaports.

Planning implications

Selecting COFC depends on whether your route has the right terminals, scheduled train frequencies, and infrastructure to make the mode cost-effective and reliable. For supply chain planners, mapping available intermodal terminals, assessing drayage distances, and verifying scheduled service levels are practical first steps.

Conclusion

COFC is common wherever there are concentrated flows of containerized freight between ports and inland markets and where rail infrastructure supports container handling. Understanding the geography of intermodal networks helps shippers and logistics managers choose COFC where it delivers the most operational and economic value.