Another recent thread in the "Truck Talk" Forum discusses the various cargo height/weight/dimensional capacities of the Sprinter. I started a new thread because I believe we have a situation slowly occurring over the past ten years, or so, that is detrimental to the bottom line of all expediter cargo van owners; Sprinter, Ford GMC and Chevrolet, alike.
In the early years of expediting, the designation of van freight was a maximum weight of 2000 pounds and a dimensional maximum of two 4' cubes, or the equivalent of one or more pieces occupying a space no greater than 48"h x 48"w x 96"l. The typical cargo van of the 1980's and 1990's easily accommodated these capacities and they were categorized as "B" loads in lease agreements and carrier tariffs.
During expediting's heyday of the 90's, freight was plentiful and cargo vans were in short supply. We were often asked to take a load that exceeded the advertised capacity. Most of us refused because we were at the limit of our GVWR with 2000 pounds of cargo because of the weight of co-drivers, their stuff and our sleeper amenities. Many drivers, however, took those 2000lb + loads whether within or over their van's GVWR. Repeat customers soon began to insist on paying van rates for up to 2500 pounds and eventually, one carrier after another changed their advertised cargo van capacities to 2500 pounds; many did so without regard for the actual available capacity of their sleeper outfitted van fleet. All did so without changing the van tariffs. One carrier has a reported maximum van capacity of 3000 pounds.
Enter the Sprinter. Beginning with 2001, Sprinter owners started utilizing the huge cargo area to outcarry the standard vans. The early Sprinters did not have the lavish sleepers now seen, so they were able to easily carry three skids and 3000 pounds. Many did so and now many shippers seem to think that all they have to ask for is a cargo van and they can get 2700 pounds in at the van rates. If you won't haul it , they'll get a carrier that will. It has come to the point that carriers will pay a bonus if you take more than their specified weight or size standards. Other carriers might pay extra, but you have to negotiate to get it, and some carriers never pay extra, so it's take it or leave it. What's a driver to do?
Well we've done it to ourselves. We built bigger capacity "B" trucks with cube vans, Aerocell vans and, most recently, the Sprinter van. We are investing $40,000+ for a Van that doesn't earn the money that equals the 1989 tariffs that we once enjoyed. If owners of these newer vans keep pushing their capacities beyond the safe and legal operating range of their vans, they are destined to put themselves out of business with increased costs to repair their drive train, suspensions and wheel bearings.
In the early years of expediting, the designation of van freight was a maximum weight of 2000 pounds and a dimensional maximum of two 4' cubes, or the equivalent of one or more pieces occupying a space no greater than 48"h x 48"w x 96"l. The typical cargo van of the 1980's and 1990's easily accommodated these capacities and they were categorized as "B" loads in lease agreements and carrier tariffs.
During expediting's heyday of the 90's, freight was plentiful and cargo vans were in short supply. We were often asked to take a load that exceeded the advertised capacity. Most of us refused because we were at the limit of our GVWR with 2000 pounds of cargo because of the weight of co-drivers, their stuff and our sleeper amenities. Many drivers, however, took those 2000lb + loads whether within or over their van's GVWR. Repeat customers soon began to insist on paying van rates for up to 2500 pounds and eventually, one carrier after another changed their advertised cargo van capacities to 2500 pounds; many did so without regard for the actual available capacity of their sleeper outfitted van fleet. All did so without changing the van tariffs. One carrier has a reported maximum van capacity of 3000 pounds.
Enter the Sprinter. Beginning with 2001, Sprinter owners started utilizing the huge cargo area to outcarry the standard vans. The early Sprinters did not have the lavish sleepers now seen, so they were able to easily carry three skids and 3000 pounds. Many did so and now many shippers seem to think that all they have to ask for is a cargo van and they can get 2700 pounds in at the van rates. If you won't haul it , they'll get a carrier that will. It has come to the point that carriers will pay a bonus if you take more than their specified weight or size standards. Other carriers might pay extra, but you have to negotiate to get it, and some carriers never pay extra, so it's take it or leave it. What's a driver to do?
Well we've done it to ourselves. We built bigger capacity "B" trucks with cube vans, Aerocell vans and, most recently, the Sprinter van. We are investing $40,000+ for a Van that doesn't earn the money that equals the 1989 tariffs that we once enjoyed. If owners of these newer vans keep pushing their capacities beyond the safe and legal operating range of their vans, they are destined to put themselves out of business with increased costs to repair their drive train, suspensions and wheel bearings.
