1. So let me get this straight ... Because 95% of the semi trucks you see on I-95 are using standard semi trailers instead of intermodal shipping containers, you're going to make a logical inference that this must mean all domestic truck freight is moved that way? I'm sorry, but that is completely wrong -- and I'll demonstrate it below.
2. The first flaw in your assessment is that you're using the wrong highway to make your case. I-95 is one of the busiest roadways in the country because it connects some of the nation's largest metro areas along the east coast. It is simply not economical for long-haul trucks to use this route unless they absolutely have to be there. The route is too congested, many stretches of the highway have tolls on it, and because it connects so many old cities the roadway geometry doesn't meet modern design standards. You're not even legally allowed to bring a 53-foot trailer into New York City on I-95 unless it is traveling to or from Long Island or JFK Airport.
2. The length of I-95 between the northernmost and southernmost cities (Boston and Miami) is almost exactly 1,500 miles. Go back to my previous comment about the length of a haul where intermodal rail service is more economical than a truck move (400-500 miles). Along a 1,500-mile length of roadway, there are only so many major origin-destination pairs where the volume of freight would be sufficient to justify intermodal train service. Contrast this with the major east-west highway routes that connect the U.S. east coast to the rest of North America, including I-90 (3,100 miles), I-80 (2,900 miles), I-40 (2,500 miles) and I-10 (2,450 miles). The east-west routes across North America are the ones where intermodal rail service can serve the most markets.
3. The north-south rail connections along the east coast of the U.S. are notoriously difficult for the intermodal rail business. The busiest CSX route along the I-95 corridor can't even accommodate double-stack intermodal trains unless they're loaded to specific height configurations. Some of these segments have only 18'-0" of vertical clearance. Others allow 19'-0". What this means is that -- depending on the route -- these intermodal trains can handle two 8'6" boxes, and some can handle an 8'6" and a 9'6" box, but none of them can handle two 9'6" containers stacked together on a rail car. Intermodal service simply isn't competitive in many areas when the railroad has to specialize its terminal loading operations like this.
4. What Items #1 through #3 mean is that most of the trucks traveling along I-95 are making either long-haul deliveries of very time-sensitive freight, or shorter-haul deliveries to the ultimate consumers in these major cities. Shipping containers (domestic OR international) are rarely used for this type of truck shipment. The next time you're out on I-95, do a rough count and see how many of these are refrigerated trailers. These are generally hauling very time-sensitive freight that would never get transloaded into a 53-foot intermodal shipping containers even for a 3,000+ mile trip across North America.
5. Shipping containers are almost always used for "intermediate" links in a supply chain, not for final deliveries. That's why it's common to see a major distribution center for Walmart or Amazon that has rows of intermodal trailers lined up on the "inbound" side of the building, but none of them lined up on the "outbound" side of the building. Walmart gets huge volumes of freight delivered to its distribution centers in domestic and international shipping containers, but it makes almost 100% of its deliveries to its local stores in standard tractor trailers. What this means is that your heaviest volumes of shipping containers will be seen around ports and intermodal rail yards, not traveling between cities along the major interstate highways.
You are obviously a professional Free Traitor. The worst of the worst. A paid hack perhaps...