C vs. D

[mypie]

We have a standard D truck, no T-Val, no WG. We've only been expediting since mid-March. From the beginning of April on . . . my husband has been keeping a spreadsheet of cost analysis and it has become clear that approximately 2/3rds of our offers are C Loads, and in fact the offers we receive on C Loads are higher, than those for the D Loads (which require the heavier duty truck).

This simply doesn't make sense to me. Has anyone else noticed the difference? What are your strategies for bringing D Load offers in line with expenses? What do you consider a reasonable cost/mile?

 

[jaminjim]

It is a little to early to make assumptions based on 28 days of information. You will find that most of your loads will be in fact "C" sized loads.

If you are putting down your run information on a computer spread sheet, you might consider including the weight and skid count, type of freight ( auto, military, aerospace. ) miles to shipper, shipper name, location.

When I did it in the beginning, I would put not only City and State, but also something like NW, 15 That way I could see where the best place was for me to position myself for large cities to increase my chances of getting a load.

Yes it is more info than you need, but if it is on a computer it is easy to do, and you can disregard any and all you don't need. It's not as though you won't have the time.

 

[TeamCaffee]

I looked at our past history:
2006 63 C loads 89 D loads
2007 97 C loads 71 D loads
2008 15 C loads 13 D loads
We had a change in our status in 2007 which I believe is what upped our count of C loads. We are though still an Express truck. I would not in Express consider getting a C unit as we see to many D loads and would not want to replace them with B load offers.
I also looked our pay for those years and we had a pretty even mixture of pay for C and D loads. I had a one of two B loads that paid very well also but not enough of the B loads pay to make those loads very profitable for us.
We are in the process of starting to spec a new truck and we are looking at replacing our truck with a D unit as we want to be available for as many offers as possible for an Express D truck.

 

[jaminjim]

Hey Linder, of your "D" loads how many turned out to really be a "D" load?

 

[bigjoep89]

In 2005 we owned and operated a D-unit
In 2006 we owned and operated a B-unit
In 2007 we owned and operated a C-unit
In 2008 we are still in our C-unit.
We really enjoy the C-unit but I have to agree with Linda if you want to maximize your gross income the D-unit is the way to go.
God bless our Military and Vets.

 

[TeamCaffee]

Jim, I would say 95% of our D loads are D loads with some just due to size not weight. Many of our C loads though are bumped up B loads.

 

[davekc]

In 2005 we owned and operated a D-unit
In 2006 we owned and operated a B-unit
In 2007 we owned and operated a C-unit
In 2008 we are still in our C-unit.
We really enjoy the C-unit but I have to agree with Linda if you want to maximize your gross income the D-unit is the way to go.
God bless our Military and Vets.

I would agree. We are seeing a general trend towards non exclusive use and multiple shipments. As that progresses, I think the opportunities will increase proportionately with the vehicle capacity.

 

[ATeam]

...approximately 2/3rds of our offers are C Loads, and in fact the offers we receive on C Loads are higher, than those for the D Loads (which require the heavier duty truck).

This simply doesn't make sense to me. Has anyone else noticed the difference? What are your strategies for bringing D Load offers in line with expenses? What do you consider a reasonable cost/mile?

Keep in mind that it is expedited, exclusive-use freight you are talking about. Shippers ask for our trucks not so much for their weight carrying capacity as for the door-to-door, straight-through services we provide, and the professionalism with which expediters provide it. Even with D loads on a D-unit, the truck is rarely full.

It's not about the weight or space. It's about expedite. Shippers can save a lot of money by using non-expedite carriers to match their goods to truck size and capacity. They use expedite carriers because they need expedite services.

We have driven D and C trucks. It makes no difference how many pieces or how much weight or how much space is required for a load. As long as it fits on our truck and the load pay is profitable, we take the load.

Regarding your cost per mile question, you probably noticed that no one answered it. That is partly because people are afraid of the ridicule or severe criticism they would receive here in the open forum if they put their number out. It is also because there are so many variables between trucks and drivers that feed into the cpm number.

It is best for you to develop, as best you can in a fleet truck, your own sense of your own cost per mile. Keeping a spreadsheet is a good start.

Finally, using a spreadsheet to track your pickup and delivery locations is also a good thing. When you attended FedEx Custom Critical orientation, did you receive one of those black books? That run journal is a good resource. We write each run into it and later transfer the data into a spreadsheet. Running zip code sorts is an easy way to determine what our good express centers are and the better locations within them.

Finally, finally, I agree with the advice to stick with a D-unit if you are driving surface expedite freight. Other than sleeper space, there is little to be gained by running a C-unit dry box, but there are D-loads to lose.

 

[jaminjim]

As far as the cost per mile to run a truck in can vary a tremendous amount based on several factors. the initial cost of the truck and driving habits of the driver are the first two that come to mind. Few people actually know what the true number is for their operation, and that is a real shame. As an example there are some members here that think what the dash readout for the fuel mileage says is the actual mile per gallon.

 

[Doggie Daddy]

Finally, finally, I agree with the advice to stick with a D-unit if you are driving surface expedite freight. Other than sleeper space, there is little to be gained by running a C-unit dry box, but there are D-loads to lose.

One advantage that I can see with a C unit over a D unit is that when you check into an express center,no matter how many D units are there ahead of you,if a C load comes along it has to be offered to you first.DD.

 

[Tuckster]

Am I correct on this ?????

C= Cargo van

D= Straight

TT= Tractor trailer

What is a B unit ??

 

[Moot]

Generally speaking:

B unit - cargo van

C unit - straight truck with a 12' to 16' box able to carry 5,000#

D unit - straight truck with a larger box able to carry 15,000#

E unit - tractor/trailer

 

[greg334]

One advantage that I can see with a C unit over a D unit is that when you check into an express center,no matter how many D units are there ahead of you,if a C load comes along it has to be offered to you first.DD.

For some reason DD, if that was the case the 2 pallet, 3000 lb load that get offered to the D unit while a C unit is sitting there seems to make that just not possible.

 

[Doggie Daddy]

Not sure that I understand what you are saying Greg,can you simplify that for me? DD.

 

[TeamCaffee]

With a D unit at FedEx Custom Critical the top weight you can carry is 13,000 lbs.

 

[greg334]

Not sure that I understand what you are saying Greg,can you simplify that for me? DD.

OK.... I meant in my convoluted way that the offer does not always go to the best fitting truck but the one that is at the top of the list and/or closest to the load, like a c load that is under 5000lbs and 14 feet being offered to a d truck that is 10 miles away.

 

[nightcreacher]

OK.... I meant in my convoluted way that the offer does not always go to the best fitting truck but the one that is at the top of the list and/or closest to the load, like a c load that is under 5000lbs and 14 feet being offered to a d truck that is 10 miles away.

how about it being offered to aN E unit.but before they will bump the pay to D rate,they have to ask the D units 1st,even if the tractor is closest.Greg Ive even done B loads,of course the pay was right,had very little dead head,and it was going to a good tractor ex center,actually was going to chicago.
But over the years Ive found many C's haul B freight as the D's do C freight,cause the C's aren available. The vans are the ones in trouble,excuse is need dock high truck.

 

[ATeam]

One advantage that I can see with a C unit over a D unit is that when you check into an express center,no matter how many D units are there ahead of you,if a C load comes along it has to be offered to you first.DD.

I have heard that belief stated many times by many drivers, but I have never talked to any official source that would confirm it is true.

As CR-unit drivers, Diane and I do not notice our truck moving out of an area any faster than D trucks, even though the majority of loads are C loads. Having driven D and DR-units in the past, we notice no real difference in the rate at which we get out of an area.

 

[greg334]

how about it being offered to aN E unit.but before they will bump the pay to D rate,they have to ask the D units 1st,even if the tractor is closest.Greg Ive even done B loads,of course the pay was right,had very little dead head,and it was going to a good tractor ex center,actually was going to chicago.
But over the years Ive found many C's haul B freight as the D's do C freight,cause the C's aren available. The vans are the ones in trouble,excuse is need dock high truck.

Well they don't' seem to price things that way, at least from my point of view. I have been offered C loads at C prices and B loads at C prices and B loads at B prices and have taken D loads (over 5000 lbs) at what you would call C rates. It seems to be different being in a CR unit than a d or E unit, there is a lot of stuff I was offered that D trucks haul and was in reality was B stuff.

I think Phil hit it on the head with both of them working both trucks.

 

[x06col]

don't really tink it makes any (much) difference if yer contracted to someone, what size yer sitt'in in. Myself, we never send a boy to do a mans job.