I would be interested in knowing what the advantages and disadvantages there are between roadrailer trailers unit trains versus containers and trailers shipped on intermodal railcars? What are the pro’s and con’s of each mode?
Roadrailer pros include:
Low rail tare weight
Low profile, close coupled, aerodynamic shape
High net ton miles per gallon
Low theft - end doors can’t swing open in train
Slackless train - low longitudinal train forces
Low capital cost for terminals
No chassis fleet to manage (compared to COFC)
cons include:
Hard to manage bogie fleet
regional network
high highway tare wt.
Due to the weight of the rail wheels/axles + highway wheels/axles Roadrailer’s cannot carry the weight that a 40’ container can due to the allowable weights allowed on the highways. FYI the tare weight of 40’ container averages about 6,700 LBs. I would guess the tare weight of a R/railer is at least over 10,000 LBs or higher[:o)][:p][:)]
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Originally posted by Gordon James
Actually a 53 ft roadrailer ways in at around 15000-17000 lbs figure on a max load of 45-46000 lbs. A 40 ft container 6-7000 lbs chassis is a around 9-10000 lbs. max load is around 42-45000 one advantage for the container is the fact that it is designed to be shipped in from overseas. Plus how heavy is a dvd player 10+ so yoo normally cube out before maxing out.
It has been a while since I did this but I think the chassis for the container only came in about 4,400 LBs for the 40’ size. [:p][:)][:o)]
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Originally posted by edbenton
The biggest disadvantage to the railroad operating people is they cannot fill the roadrailer train to tonnage. All that expensive horsepower wasted on a short fast train. Here are all those cars waiting in the yard for power to move them and this roadrailer goes out with one unit and no drawbar on the rear to add several thousand tons of cement or rock or lumber or intermodal. It just grates on all these old operating guys when a train leaves light.
That was true in the early days, but not any more. RR trains can go 150 units these days, and many on NS these days are regularly >100 units. Some require two locomotives most days.
That was true in the early days, but not any more. RR trains can go 150 units these days, and many on NS these days are regularly >100 units. Some require two locomotives most days.
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Sure, you can now add more roadrailers but there are not usually any of those laying around the yard looking for a train out of town. There are, however, generally more that a few car loads of general freight languishing in the yard which cannot be moved account there is not enough power to get them moving. Now here is this train of 1 - 150 roadrailers and there is no way to get the junk cars added to the head end (no air connection on the hoppers for the roadrailer suspension, incompatible brake system) nor to the rear end (no drawbar). So all those operating officers who have worked their way up the ladder see the roadrailer concept as too inflexible for the (their) railroad’s needs. So they want to nip it in the bud before the concept spreads and the customers start to dictate how the trains are run.
Sure, you can now add more roadrailers but there are not usually any of those laying around the yard looking for a train out of town. There are, however, generally more that a few car loads of general freight languishing in the yard which cannot be moved account there is not enough power to get them moving. Now here is this train of 1 - 150 roadrailers and there is no way to get the junk cars added to the head end (no air connection on the hoppers for the roadrailer suspension, incompatible brake system) nor to the rear end (no drawbar). So all those operating officers who have worked their way up the ladder see the roadrailer concept as too inflexible for the (their) railroad’s needs. So they want to nip it in the bud before the concept spreads and the customers start to dictate how the trains are run.
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Triple Crown trains are scheduled, unit trains.
Your points are irrelevant to NS’s operations.
arbfbe,
NS has locos ranging from 2,000 to 5,000 hp to choose from, so the wasted horsepower on a roadrailer train shouldn’t be an issue if the proper hp is used.
The old-way thinkers should accept Roadrailer trains the same as coal, grain, molten sulpher, autos, or any other unit train that is today’s norm.
I am only surprised that this concept has not spread faster. Roadrailers have been around for nearly 20+ years in the current reincarnation, but have not thrived in a widespread manner. Maybe the old-way of thinking is the major blame.
Jay
As stated above, Triple Crown is a dedicated type {unit train}, and is not short by any means anymore…See it pass through here {Muncie}, and not uncommon to count 140 trailers in make up of train being pulled by 2 6-axle engines. Imagine the main thought is making money and with the less tare and in general good value cargo it most likely does do just that…
…On the down side: It appears {no expert, just relating what happened}, to require good careful train handling as it has pulled off the rails twice here as it negotiates a big long sweeping cruve on a slight up grade…
Having never worked with roadrailer cars I’m not quite sure how they work but, imagine if you had a roadrailer train and one of the trucks had a hot box or some other mechanical error. I guess you’d have to set the WHOLE train out instead of one car, right?
No, they can be set out like any other bad order car. The “legs” that support the front of any trailer when it’s not hooked to a tractor are designed on RoadRailers to lower down on the tops of the rails.
If there is a bad order what the crew has to do is:
- Lower the “dolly” legs on the trailer immediately behind the malfunction.
- Uncouple that trailer from the bad order.
- Set the B/O off, lowering its “dolly” legs on to the siding rails
- Put the train back together
- Raise the “dolly” legs on the trailer that was formerly behind the B/O
- Proceed with their transportation mission
Basically, I’ve got some experience with RoadRailers. I was with ICG intermodal marketing when we set up the first commerical RoadRailer operation 25 years ago. I also worked directly for RoadRailer after that. (I was fired.)
The problem with RoadRailers is that they are not marketed as an adjunct to the intermodal sytstem, filling an important niche, This is contrary to the “RoadRailer Philosphy” which states that they are the Alpha and Omega of intermodal transportation. This philosphy was promulgated by Bob Reebie, the modern “father” of RoadRailer. His “deciples” (and that’s an accurate word) continue with the philosophy and RoadRailer hangs on by its teeth.
Until the emphasis is shifted to using RoadRailers as an adjunct, riding on the rear of existing intermodal trains, serving smaller terminal locations, they are going to continue to languish. There are few, if any, origin - destination pairs in North America that can support RoadRailer only daily trains.
Using DPU’s behind the RR consist would easily allow for loose car fill in. The problem is RR’s don’t usully need more than one unit, so if you put a second unit on the end as a DPU you better have enough tonnage in those added loose cars to justify the second power unit. And then you might run into train length limitations!
Two more items to consider:
- A lot of RR Intermodal freight is international, ie. it already moves in containers.
Sorry, I pressed the wrong key - I am new at this.
AS I was saying, some more items to consider: (1) A high percentage of railway intermodal freight is international and already moves in containers for trans-oceanic journies, and (2) you can’t double stack RoadRailers, so a RR train for the same freight is much longer than a DS container train. This is no minor item when using passing tracks or building intermodal facility loading tracks. The two are somehwat related since domestic containers can be stacked with international containers on DS cars.
…The suggestion of using DPU with a RR train would make me wonder if that proceedure would be permitted…Having the “light” rail cars {tailers}, making up the consist…I simply don’t know if that’s done…and yes as I’ve mentioned above, the RR train through here does us 2 engines when it has a long consist of cars…{trailers}…
Are RoadRailer cars durable enough to handle the potential slack action that could happen at the end of a freight train? Amtrak did it but passenger trains have less slack then freight trains.
…I believe the type of connection {couplers}, between trailers is minimum slack on RR type trains.