There are self-contained refrigerated, freezer, cryogenicand combination refrigerator-freezer shipping and storage systems specificallydesigned to add another temperature section to an existing refrigeratedvehicle, and to help make temperature sensitive less-than-truckload shipmentavailable to any transport mode.
The CryoFreeze product line from Industrial InsulationSystems features programmable digital temperature control with accuratetemperature holding to +/- 1 degree C, and programmable visual and audiblealarms.
The low-temperature systems have an adjustable temperaturerange from ambient to -109 degrees F.
“Essentially, we can make any vehicle—from a dry freighttruck or trailer to a railroad box car—instantly reefer- capable,” said JasonLuedtke, the company’s director of sales and marketing. “Or, we can add anothertemper-
ature section to an existing refrigerated vehicle for moreflexibility.
“CryoFreeze containers provide a completelytemperature-controlled cargo environment in any setting.”
The containers are available in a variety of sizes forvarious applications. They range from a micro unit, roughly the size ofcarry-on luggage, to a compact model (5 to 10 cu. ft. of cargo space), a palletsize unit (20 to 30 cu. ft. of cargo space) and large transport and storagemodels (40+ cu. ft. of cargo space).
The products, built at Industrial Insulation Systems’ Boise, Idaho, plant, can be custommanufactured to any size, shape and temperature hold.
A popular CryoFreeze product is the combinationrefrigerator-freezer. These units feature a dual digital temperature controlsystem that enables the transport of both refrigerated and frozen productssimultaneously.
The units can be programmed to maintain temperatures fromambient temperature to as cold as -40 degrees F for 72 hours.
The combination containers use 20- to 26-gauge galvanizedsteel with a siliconized polyester finish (a USDA accepted coating) for theinside and outside, making them rugged and durable. There is diamond plate andother protection features around the unit for added durability. A forklift baseenables it to be picked up from any side.
Stainless steel, data logging and instant asset tracking areavailable as options.
Measuring 40 in. wide, 48 in. long and 84 in. tall, theunits have 4-in. pressure-filled urethane panels and a full-face door. The 47cu. ft. of cargo space can be divided into various sizes of refrigerator andfreezer, or can be used as a refrigerator or freezer only.
Along with dry ice, the refrigerator-freezer combinationunits have a 12-volt rechargeable battery and proprietary fan system thatcirculates refrigerant vapor as needed to maintain temperature.
The full cryogenic freezer-only CryoFreeze shipping and storage units require no powersource. They use solid CO2 (dry ice) as refrigerant. Once the dry ice is loadedand the temperature set, some of these units can hold the temperature up to 30days.
These units, with load capacities up to 1,000 lbs., areavailable with extending slide-out floor pans to facilitate easily loading andunloading. They can be retro-fitted with liquid nitrogen to provide much coldertemperatures.
“Because CryoFreeze shipping and storage units havenon-mechanical refrigeration systems, they require virtually no maintenance,”Luedtke noted. “They are simple to use and operate for literally pennies aday.”
CARB & SmartWay
The previous “Refrigerated Trucking” touched upon the California Air Resources Board(CARB) regulations that call for retrofitting existing reefer trailers with EPASmartWay technologies in order to help reduce the greenhouse gas (GHG)emissions from heavy-duty vehicles (HDV).
To clarify this issue, the regulations require fleets to useSmartWay-certified trailers for model year 2011 53-ft. or longer trailers, orto retrofit their existing fleets of pre-model year 2001 53-ft. trailers withSmartWay-verified technologies, effective Jan. 1, 2010.
SmartWay technologies for trailers break down into tworequirements–– aerodynamic devices and low rolling resistance tires, saysBrandie Fuller, vice president of marketing for
Great Dane Trailers. Aerodynamic devices help to reduceaerodynamic drag and maintain smoother air flow over the entiretractor-trailer. Low rolling resistance tires are designed to improve fuelefficiency by allowing the tire to travel more “easily,” minimizing the energywasted as heat as the tire rolls down the road.
For refrigerated trailers, Fuller says CARB requires 4% fuelsavings from aerodynamic devices and 1.5% fuel savings from low rollingresistance tires.
Trailer aerodynamic devices listed as EPA SmartWay-verifiedtechnologies are split into two groups: conventional devices and advanceddevices. Conventional trailer skirts provide an estimated 4% fuel savings, sothey alone can be used by refrigerated fleets to meet CARB HDV GHG aerodynamicrequirements.
To date, the EPA has verified the following categories ofaerodynamic technologies: trailer gap reducer, trailer boat tail and trailerside skirts (used in combination with one another), advanced trailer-endfairing and advanced trailer skirt.
The EPA hasdetermined that using these trailer aerodynamic fairings in combination withone another (or, for a few products, when used alone) have the potential toprovide an estimated 5% or greater reduction in fuel use when used in conjunctionwith an aerodynamic tractor in highway operation. The agency says this reducesNOx emissions, saves more than 800 gal. of fuel and eliminates more than 9metric tons of greenhouse gas emissions per year.
EPA research finds certain models of low rolling resistancetires can provide a reduction in NOx emissions and an estimated a 3% or greaterfuel economy benefit relative to mid-range rolling resistance tires.
Bridgestone, Continental, Goodyear, Hankook, Michelin andYokohama all manufacture SmartWay-verified low rolling resistance tires.
Fleets retrofitting trailers have until Dec. 31, 2012 tomeet the same requirements as model year 2011 and newer model year trailers,Fuller says, or they can choose a compliance schedule based on fleet size.
The CARB regulations,aimed at migrating transportation-specific GHG emissions from heavy-dutyvehicles, impacts California-based fleets as well as out-of-state registeredvehicles that travel to and from the state, Fuller points out.
Not just vehicles’ owners, but drivers, motorcarriers, California-based brokers and California-based shippers that operateor use these vehicles will share in the responsibility for compliance, and canbe held accountable for operating or using non-compliant vehicles on Californiahighways.
