Other than UPS and JBHunt, who are some of the other trucking companies and shippers that normally put their trailers on flatcars?
Thanks
there are Reefer trailers that use TOFC alot. and i have seen some Fedex trailers here in Denver at the UP intermodal ramp recently.
Schneider trucking, Wal mart is using intermodal more, p&o intermodal to name a few.
Virtually all of the "more than regional" less-than-truckload carriers (ABF, Roadway/Yellow, R&L et al) use rail today (they took a major strike years ago to gain this right).
When I was in operations management for a regional LTL, we used rail in certain lanes to overcome disparties in load direction (lots of rail from the Midwest and Carolinas to the northeast, for example). it was a calendar day slower in the under-1,000 mile range, but reliable. By sorting shipments by priority and schedule, we could keep our costs under control =and= keep our clients happy without paying Teamster drivers $75,000 a year after benefits to move empty trailers west and south.
Today, the raw cost to rail vs paying a driver (when you can find them) to move almost anything further than 1,000 miles is lower, and the transit time are competive as well. Nothing will beat team drivers drivers speed-of-delivery, but the amount of traffic that can bear the expense is limited.
Here is the ones i see a lot Prime,Inc KLLM Stevens U.S.xpress and Marten and others.
Russell
From observing the comings and goings on the Rochelle web cam - I have seen virtually all OTR trailer oweners that I routinely see on the highway.
Never too old to have a happy childhood!
Don't forget UPS (a trucker with very high service requirements) and CR England (One of several reefer truckers now using rail). Virtually any shipper or trucking company can use intermodal. And many do.
A truck and a train are but different tools to do the same job. Sometimes a truck is more efficient, sometimes a train is more efficient, and sometimes an integration of truck and rail, known as intermodal, is the most efficient way to get things done.
The former wall between rail and highway movement was not a natural economic occurance. In the US it develeoped due to downright foolish government rules and regulations. These rules and regulations prevented the configuration of the US logistics system into its most efficient structure. The regulations prevented the use of the most economically efficient tool, or combination of tools, to do the job. This was a dead weight loss to the economy and harmed the American people. (Or: "We're from the government and we're here to help you, but we have no idea what to do, and we really have no constuctive role to play in this, so we'll just make things worse instead." )
When these regulations of government ignorance were largely removed, circa 1980, integrated transportation systems began to blossom. For example, JB Hunt went from being strickly an over the road trucker to being largely an intermodal carrier. They have partnered with the BNSF and NS to develop an efficient transportation system that uses the most efficient tool, as applicable to the specific situation, to get the job done.
Other truckers, whoever they may be, have to compete with the JB Hunt system so they're on the rail too when it makes economic sense.
But for 50 years the government morons prevented natual development of intermodal freight movement. We're still playing catch up because of that.
Our community is FREE to join. To participate you must either login or register for an account.