I saw a FedEx Multimodal trailer on the highway. There were no intermodal type corner casting on it. Is this something new for FedEx ? And how would these trailers be any different than the standard Fedex trailers?
thank- Rich
rluke I saw a FedEx Multimodal trailer on the highway. There were no intermodal type corner casting on it. Is this something new for FedEx ? And how would these trailers be any different than the standard Fedex trailers? thank- Rich
Rich; Was this type of trailer you saw?
or sometimes thse 'Pup' Trailers will ride on Intermodal Trains:
and here is a FedEx Container on a Chassis, with some UPSZ Container boxes on Piggy-back spine cars...
Which type of Fex Ex Trailer or box did you see?
The Multi-Moda Units, many times go to FedEx Freight operations for distribution (nee: Razorback Express of Harrison,Ar. ( and that was the company bought by FedEX before 2000.) I do not think that the 53' Domestic Cans of FedEx are used outside the US(?). Might be in Canada, or possibly Mexico, but kinda doubt Mexico.
Note that their name is "Multimodal", not "Intermodal". They do put them on flatcars, trailer cars, but they are not designed for 'Intermodal' use.
Semper Vaporo
Pkgs.
Let me shed some light on this. We use the container on chassis almost exclusively now, the traditional TOFC 53's or pig trailers are being phased out and reclassed for city P&D. Pups no longer travel by rail since about 2011. Some 3,000 or so containers have been in service since late 2013 - early 2014 with more coming every so often. They are used primarily in long haul transcontinental lanes of less time sensitive freight from California to Atlanta, Chicago, and Harrisburg predominantly. We also lease a large number of EMHU boxes as well. Most LTLs these days do something similar as a way to more cost effectively move freight long distances without having to worry about unfilled backhaul lanes.
Sam
The one I saw was like the photo on top. - with no intermodal type corner castings.
FedEx MM containers have been moving in respectible numbers on BNSF PNW-Chicago intermodals over the past year or more.
Kielbasa
Welcome to the forum. I see that you are with FedEX. Thanks for the input.
Bruce Kelly FedEx MM containers have been moving in respectible numbers on BNSF PNW-Chicago intermodals over the past year or more.
rluke (Rich): The trailer photo I had posted is a OTR Trailer, and [is not a seperated Chasis and Box.]. What we are seeing more, and more are the 53' Domestic Containers [as in photo posted by me].
The pup-style of trailer, on TOFC moves does seem to be disappearing around here on TOFC trains [ when I have seen them, infrequently, they were on week-end moves(?) [ie: leave West Coast on a Thurs or Fri, and arrive Chi or KC Mon(?).]
It is good to welcome Kielbasa to the Forum.
My interest in the TOFC and COFC around here on BNSF. and FedEx stems from an earlier work relationship with FedEx, and some of its employees.[some 3 and 4 digit employee numbers.] and the Trucking Co. I worked for.
Sam you are correct. What I saw was clearly an OTR trailer. I am just trying to figure out what makes it different from any other trailer. -Rich
[quote user="rluke"]
[/quote] Rich;
Most OTR 'style' box trailers are very similar; the customizations come at the requests for specialized accessorizations..number of additional side posts over the 'standard, Decking systems, or simply cross bars to restrain cargo, just a couple. every truck line will have sets of spec's to cater to their particular cargos. And outer appearances can extend to the trailer clading, side rails, reinforcements to permut a trailer to be lifted on to a TOFC car....
Trailers can look alike at a first glance, but be very different, at the same time. You get my drift.
rlukeI saw a FedEx Multimodal trailer on the highway. There were no intermodal type corner casting on it. Is this something new for FedEx?
The structure of the trailer is strengthened in key areas for two initial reasons: to reduce stresses or twist when the vehicle is riding on an intermodal railcar, and to tolerate the stresses of loading and unloading better.
I am not certain whether this applies further to strengthening the van understructure and bogie attach points to facilitate lifting the trailer underneath for sideloading or one of the European rapid-mode-transfer methods like the old CargoSpeed. Note that the aero shields under the trailer belly make this much more difficult for most practical external lifting machines like Letroporters, and as noted there is little if any heavier or optimized framing above sill level that would permit top lifting or even 'top stabilization' during a lift, so I suspect sidelifting is less a priority in the current designs.
In typical FedEx fashion, they went with your basic 53 foot van and put lift pads near the landing gear and tandems. Nothing special about them. The one pictured was built specifically for riding on trains whereas a great many are worn out city vans with a grey vinyl wrap. Curiously, when the new ones came in, they had full side skirts which didn't last a half second between the loading cranes and the terminal hostlers. I guess they thought the train would benefit from the improved aerodynamics... Steel boxes hold up much better, however the railroads' chassis pool could be better maintained (personal experience here!). Next time you pass one on the highway, give it a wide berth, chances are it's riding with a few locking pins out and at least one flat tire.
Also, thank you all for the warm welcome!
Most of the trailers that ride TOFC these days are designed for intermodal operation, primarily by the addition of 'beef' to the bottom rail. Depending on cost factors, the beefy bottom rail may be 2 short sections or may extend most of the length of the trailer. That allows the packers' lifting 'arms' with 12"x3" (approx) 'pads' protruding to be placed almost anywhere along the bottom. Some trailers have clearly marked 'Lifting Pad' signs to show where they should be picked up.
Intermodal trailers have evolved through the years. The earlier ones were simply OTR trailers that were circus-style loaded (backed) onto flat cars. When side-lift packers with arms started being used, trailers were of the flimsy nature to reduce weight and sometimes 'flexed' while being loaded. About 6 years ago, I personally observed an older Fedex Freight trailer being picked up, but due to it's age, the entire set of rear wheels were left on the ground! All the bolts had pulled through the semi-rotting wooden floor! Needless to say, we notified Fedex their trailer wasn't going on the train and told them why.
New trailers are mostly aluminum to save weight. That requires that the bottom rail be 'beefed up' for lifting. Several years ago, a brand new fleet of refrigerated trailers came online and if the packer operator 'missed' the very short beefed up bottom rail areas, the rest of the aluminum bottom rail was vertically so short that the lifting pads on the arms of the packer would damage the aluminum cross rails on the bottom of the trailers! We had to visually inspect all those trailers on inbound trains and take pictures of any damaged ones to protect our ramp from being blamed for the damages. We also performed the same added inspections when those trailers came back in the gate. Fortunately, these days, the bottom rails are beefed up for most of the length of the trailers.
And why no twist-lock lifting holes on trailers? Because that would require the addition of extra strong lifting posts at the 40' point that would then require additional structural enhancements to be lifted like a container. Why at the 40' point? Because the evolution of containers from 20' to 40', 44', 48' and now 53' keeps the lifting posts at 40' to allow longer containers to be stacked on top of shorter ones in some situations.
Regarding container securement to chassis, ideally, each container was fully slide-into the front pins, and the rear twist pins secured to prevent becoming un-twisted on the road. Drivers new to hauling containers don't have a clue about how to check and ensure the containers are fully secured to the chassis at all four corners. I heard of one instance where an unsecured container fell off the chassis on the highway in my 7 years as an intermodal clerk. But I've seen many instances where only 3 of the locking mechanisms were engaged.
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