Supply and Demand. If you have ever taken an economics class then you are more than aware of the significance of that phrase. The economic phenomena dictates the value at which goods are marketed sold and purchased based that goods availability and the consumer demand for it.
Supply and demand manifests itself in every economy, and in every industry, and the freight shipping industry is no exception. In fact one of the key components of the freight shipping industry, the freight market, operates solely on the principle of supply and demand. The freight markets differ across the country and are driven by the various seasonal influxes that affect, not only the availability of trucks in a given market, but also the rates at which that capacity is secured.
As a shipper it is critical to understandthere are not enough trucks on the road to service all the freight available in any given market.In North America there are only so many trucks, trailers and containers to service the vast amount of freight available at any one time. Exacerbating that issue is the fact that the trucking industry is currently experiencing the worst driver shortage in the industries history. According to the American Truckers Association,
Since 2005, the freight driver shortage has grown from 20,000 unfilled positions to 70,000, and some reports suggest the shortage may worsen to more than 170,000 vacancies by 2025
Though this fact has a staggering effect on the industry it is the seasonal freight markets that dictate truck availability and cost. Freight is considered seasonal when the demand for, or the supply of, the freight surges in a specific market area of North America at a specific time of year. This disparity between the shear amount of available freight in North America compared to the overwhelming lack of driver capacity at specific times of the year is what is generally referred to as the load to truck ratio.
The amount of freight available at any one time compared to the amount of trucks to carry that freight in a given market area is what is referred to as the load to truck ratio. Seen in the above heat map provided by the DAT.
Produce Season (April - July)
The produce season is characterized by the vast amounts of produce that becomes available to ship during the brief spring period. Carriers begin chasing down high paying produce freight while refrigerated capacity is quickly eaten up by high volume shippers who have the capital to secure refrigerated carriers at an increased rate, or who have secured year long capacity through contracting carriers. Produce season can be felt across the country but hits the Southeast and California markets the hardest.
Peak Season (August - October)
Produce season wanes and the peak season begins as customer sales increase and schools are back in session. Consumers flock to the cash register and the freight industry responds as dry freight volumes increase and refrigerated capacity begins to tighten up again as shippers prepare for the coming holiday season.
Holiday Season (November - December)
The holiday season is a shipper's last chance to get their freight on the shelves for the holidays. Whether it be toys or turkeys supply runs low as demand increases and the same is true for the number of trucks available to ship it all..
Punctuating the various freight seasons are a number of smaller freight surges that drive down capacity and increase shipping costs in specific freight markets. For example, during the holiday season, when capacity is already strained,capacity drops to almost nil in the Pacific Northwest as that region is the main source of Christmas trees for the majority of the country.The hurricane season is another barely predictable variable that can have devastating effects on truck capacity in the South East, Gulf and Atlantic markets. As was the case in Louisiana during the 2016 Hurricane season, wherethe DAT reported that flooding in affected areas hiked van rates a shocking 32% in just seven days.Winter can also play a role as heavy snow can close passes through the Rocky Mountains and winter storms can bring the Northeast at Midwest markets to a stand still. If you're looking for proof of the devastating power of winter on a freight market I challenge the reader to inquire from any shipper in the Northeast or Midwest markets about the Polar Vortex of 2014 which brought two entire regions of the country to a logistical stand still and drove carrier capacity into a record breaking low.
Securing Your Capacity
A shipper faced with the inevitable capacity crunch has a number of options available to them to secure the much needed capacity or at the very least secure it at an increased rate.
The best asset a shipper can utilize during a capacity crunch is flexibility. There is a lot more freight than there are trucks which gives the carriers the upper hand when negotiating ship date and rate. Carriers may not have a truck in the area to pick up a load today but that doesn't mean they won't have one tomorrow. Shippers who work with carrier in this regard will find that their tenders are accepted more frequently and at a more competitive rate. Furthermore, during a capacity crunch, many shippers are willing to offer carriers vastly increased rates to service loads they typically run at a lower cost simply because the freight will spoil or won't make it onto the shelf in time. Shippers who can offer their carriers a little more incentive than they typically pay to service their load will cover their freight quicker with more respectable carriers.
Preferably secured prior to an anticipated capacity crunch, spot capacity can be purchased from carriers at an agreed upon rate for a designated period of time or for a specific number of loads. For example, a shipper with a volume of one hundred loads per week on a given lane would reach out to a carrier and purchase their capacity at an increased rate from August to October or until the anticipated capacity crunch has passed, therefore securing that capacity that would have otherwise been working against them.
Freight Brokers can be a powerful asset to any shipper during a capacity crunch. A freight broker works with a large number of carriers and typically have a carrier network far greater than any one shipper has on their routing guide. Freight Brokers generally play the spot market matching loads that have been posted to load boards by shippers to carriers who have posted capacity in a given freight market. Shippers who utilize a freight broker should be advised that the rate provided typically includes added incentive, as that is the primary method in which freight brokers bring in capital.
Savier shippers may wish to avoid brokerage by posting their available loads themselves on a load board. From there shippers can post their available freight for carriers to reverse bid on and then pick from the carriers who have made an offer. Shippers who utilize this tactic should also understand the mechanics of a backhaul, as carriers will typically bid more aggressively on freight that gets them back to their prefered freight market.
Surviving a capacity crunch is a daunting task for any shipper, but those who understand the freight markets and the mechanics of carrier capacity will have a step up on the competition and a truck in their dock door when everyone else is left in the cold.
Combined Express, Inc. and Delaware Valley Shippers, Inc.are the premier truckload, intermodal and LTL service providers across the United States, with more than 35 years of industry experience. Moving freight has never been easier or more cost-effective than with our custom transportation and express freight services! Our knowledgeable and experienced team of logistics professionals is always on call to assist you with any questions or concerns that might arise. We work closely with you to learn your unique freight needs, and to customize a shipping solution that fits your budget and delivers your cargo on time.
If you are a shipper in the United States today then you have, by now, been affected by the Interstate Truck Drivers Hours of Service regulations. Since the FMCSA (Federal Motor Carrier Safety Administration) implemented the regulations in July of 2013, the trucking industry as a whole has had to adjust in order to comply with the federal mandate, and shippers across the country have felt the effect on their transportation network. While todays freight industry is safer and more efficient than ever before, costly violations of federal regulation, safety standards and a misunderstanding of the law enforced upon every truck driver on the road can bankrupt a shipper and throw an accessorial laden monkey wrench into the gears of any transportation network. To operate effectively in today's modern freight industry a shipper needs a thorough understanding of the FMCSA regulations.
So just what are the Interstate Truck Drivers Hours of Service? The reason for the regulation is simple enough. According to the FMCSA,
The main reason for the hours-of-service regulations- to keep fatigued drivers off the public roadways. These regulations put limits in place for when and how long you may drive, to ensure that you stay awake and alert while driving, and on a continuing basis to help reduce the possibility of driver fatigue.
There are plenty of valid excuses for late arrival in the freight shipping industry, and if you are a shipper then you have assuredly heard them all. Yet the excuse repeated most frequently by every carrier on the road is:
My driver missed pickup because they ran out of hours
As a shipper, its critical to keep your supply chain moving and your trucks on time. Its equally critical that you take into account a carriers driving limit and exactly how fresh their hours are. The regulations listed in the Interstate Truck Drivers Hours of Service limit drivers to an 11 hour driving limit which can only start after a break of 10 consecutive hours. In abiding by the FMCSA regulation, its common practice for a carrier to deliver their previous load, then drive to be loaded at their next shipper, only to have to immediately power down for a full 10 hours before continuing onto delivery.
In fact, many shippers are surprised to learn that the driver they just loaded cannot legally continue their transit to delivery until they have breaked for what amounts to an entire day of driving. A shipper who is unfamiliar with the FMCSA regulations may unknowingly provide inaccurate delivery information concerning the freights ETA and status to their customer if the shipper had expected the driver to just continue straight through to the consignee.
There is no getting around the federal mandate requiring the carrier to break and rest, and fines dealing with such an offense can be very costly. Carriers are required to break every 11 hours, which places a shipper with longer than average dwell times in the categories of inefficiency and counter productiveness. Shippers who actively combat the length of time a carrier is on site can greatly decrease their total transportation costs, improve their standing with carriers and, ultimately, consignees who expect their freight in a timely manner.
Luckily there are number of ways a shipper can operate under the FMCSA mandate, reduce dwell time, and make themselves more appealing to prospective carriers. In fact, many of the largest carriers and transportation brokers in the industry have developed their own recommendations for shippers, which if followed, provide the carrier and the shipper the best opportunity to service the freight correctly, on time, and within budget.
Designate a dock door specifically for live loads.
Since live loading a trailer is often faster than loading a drop trailer, a dock door designated for that purpose allows for quicker trailer turnover and faster loading and unloading of freight. Furthermore, pre-staging the freight on the dock prior to carrier arrival will add to the overall speed of the loading and unloading process.
Set Pickup and Delivery Appointments in Advance.
The importance of pickup and delivery appointments is often overlooked when examining the greater transportation issues facing a shipper. In actuality, appointments (and arriving on time for them) are critical to a well-functioning transportation network. First-come-first-served shippers may seem more convenient and easy to work with initially, but in actuality shippers who provide appointments do by default have a system to measure carriers on-time performance (OTP) and can then levy that information when choosing to work with a prospective carrier in the future.
Industry standard practice allows carriers who have not been loaded/unloaded within two hours of arriving on site to begin charging detention, which accumulates exponentially until the truck has been loaded/unloaded and departed. Furthermore, the accumulation of drivers who have arrived to be loaded at a first-come-first-served shipper can greatly increase the dwell time of said shipper, with multiple trucks waiting to be loaded with no appointment time or process to keep them accountable.
Establish A Drop and Hook Trailer Pool
For high volume shippers, the best option for reducing dwell times is to employ a drop trailer pool system, referred to simply as Drop and Hook. In this system, the shipper and the prospective carrier establish a trailer pool on site, which is loaded at the leisure of the shipper. When loading has been completed and the trailer made ready to depart, the shipper then contacts the carrier who arrives, drops an empty replacement trailer, hooks to the loaded trailer and then departs for final delivery. A Drop and Hook system often eliminates the issue of a driver being required to refresh their hours after picking up, as Drop and Hook drivers are typically dispatched directly from their yard with a full retenue of hours to drive.
Set Carrier Standards
Finally, it goes without saying that you should be selective when choosing a freight carrier. A shipper has every right to request that a prospective carrier dispatch a driver with fresh hours who can legally continue driving directly on to the consignee. At no point should a shipper ever trust their freight to a carrier who claims to be able to deliver a load faster than the FMCSA regulation allows. A carrier who makes that claim may very well be in violation of the federal regulation and possibly a liability to you and your freight should anything happen between pickup and final delivery.
Combined Express, Inc.and Delaware Valley Shippers, Inc.are the premiertruckload,intermodalandLTLservice providers across the United States, with more than 35 years of industry experience.Movingfreighthas never been easier or more cost-effective than with our customtransportationandexpress freight services! Our knowledgeable and experienced team of logistics professionals is always on call to assist you with any questions or concerns that might arise. We work closely with you to learn your uniquefreightneeds, and to customize a shipping solution that fits your budget and delivers yourcargoon time.
Combined Express, Inc. and Delaware Valley Shippers, Inc. provide over the road and intermodal LTL and Truckload transportation services throughout the United States. Customized packages are available to satisfy your transportation needs.