figures it would be you to pick up on that.Sorry Ken, You didn't think I would let this one pass did ya....
No you are not a Bushel of Corn,,......
posted from my MCP200
Cargo vans and sprinters....
- Thread starter JOHNCLARK
- Start date
posted from my MCP200
Freightdawg
Expert Expediter
And NO ONE can touch me when it comes to paying my guys! No one. I have a cargo van that works 4 days a week and after expenses takes home $1200 a week. IM like MC HAMMER, CANT TOUCH THIS!!
Sorry that's local by the way.Not OTR
Try not to be too much like MC Hammer. I think he went bankrupt.
thats ok,,i will be 65 in April,,,relax have fun,,,,u might need some R/R u figure it out....lol
JOHNCLARK
Expert Expediter
Jack_Berry
Moderator Emeritus
Be,ated birthday wishes john from gracie and me.
Posted from my nook color.
Posted from my nook color.
TheRebel
Seasoned Expediter
Here's my concern. I know the company that the lady was signed on with. She was compensated $.72a mile, but when you call dispatch for a rate to hire the van the minimum was $1.35!! So whats the score in this game? The company made the same she did and they still charged her fee's! Thats ridiculous!
JD, I used to work for a short period of time for a carrier that was paying as low as $ .60/loaded mile. I don't know how much were they charging the customers (or biding), but I'm pretty sure it wasn't under a buck... the good thing was that they were keeping me busy all the time...
Rebel to simplify this:
3 loads @ .60=$1.80 a mile
2 loads @ $1.00 =$2.00 a mile
now repeat this formula 3x and I will have run 6 loads to your 9 loads and made 50% more money. I can live without the "busy"
Drive Less, Make more...
CharlesD
Expert Expediter
I think the key to being able to pay vans more is running more straights. We still have mostly vans and need to make a certain margin off those units to make any money, but will get outbid at times by larger carriers who run the vans at next to no margin and bid under $1 a mile.
Which brings me to the next point. If you're getting a good bunch of freight from sources other than Sylectus and NLM, then you're able to get enough money to pay a little better rate. The bidding process on the Sylectus and NLM loads is so cutthroat right now that it's hard to get $1.10 a mile on a van load all in, but the loads we get from other sources are a little better because not as many people have access to those and the people who do have access aren't lowballing as bad.
Right now we're paying vans a percentage that usually comes out to .90 or more most of the time, unless I have to bid rock bottom in an area like Laredo, but I will not go down and bid van loads at .75 all in like I know some are doing. I think those carriers are part of the problem and I'm just not going to contribute to that kind of nonsense. If a van driver wants to haul a skid for .60 to get out of a bad area, we can look at LTL for that. At least with those you can throw a couple of them together to get a decent rate, but I'm not about to bid expedite loads with an expectation of exclusive use at those kinds of rates.
Another thing that comes into play with small companies is the cost of paying drivers quickly. You either have to factor your freight or build up a good enough reserve to pay drivers before the checks come in. A lot of companies our size or smaller rely on factoring companies to be able to pay the drivers on time and then we have to be careful doing loads for brokers that can't be factored. When you have 5% coming off the top, the profit margin isn't that great if you pay the driver anything resembling a decent rate. So yeah, the key to paying vans a good rate is to not have that many of them, which I guess would be the key industry wide.
So what we're trying to do now is build up the number of straights so we can make most of our profit off them and not have to rely on the vans for most of our revenue and we're working on getting access to more of the the other freight sources that pay a little better. We're already getting some of that freight from 3PLs and what not, and the difference in rates is pretty staggering. I would like to get to a point where we get most of our freight from those other sources and use Sylectus and NLM as a backup source when nothing else is moving.
Which brings me to the next point. If you're getting a good bunch of freight from sources other than Sylectus and NLM, then you're able to get enough money to pay a little better rate. The bidding process on the Sylectus and NLM loads is so cutthroat right now that it's hard to get $1.10 a mile on a van load all in, but the loads we get from other sources are a little better because not as many people have access to those and the people who do have access aren't lowballing as bad.
Right now we're paying vans a percentage that usually comes out to .90 or more most of the time, unless I have to bid rock bottom in an area like Laredo, but I will not go down and bid van loads at .75 all in like I know some are doing. I think those carriers are part of the problem and I'm just not going to contribute to that kind of nonsense. If a van driver wants to haul a skid for .60 to get out of a bad area, we can look at LTL for that. At least with those you can throw a couple of them together to get a decent rate, but I'm not about to bid expedite loads with an expectation of exclusive use at those kinds of rates.
Another thing that comes into play with small companies is the cost of paying drivers quickly. You either have to factor your freight or build up a good enough reserve to pay drivers before the checks come in. A lot of companies our size or smaller rely on factoring companies to be able to pay the drivers on time and then we have to be careful doing loads for brokers that can't be factored. When you have 5% coming off the top, the profit margin isn't that great if you pay the driver anything resembling a decent rate. So yeah, the key to paying vans a good rate is to not have that many of them, which I guess would be the key industry wide.
So what we're trying to do now is build up the number of straights so we can make most of our profit off them and not have to rely on the vans for most of our revenue and we're working on getting access to more of the the other freight sources that pay a little better. We're already getting some of that freight from 3PLs and what not, and the difference in rates is pretty staggering. I would like to get to a point where we get most of our freight from those other sources and use Sylectus and NLM as a backup source when nothing else is moving.
greg334
Veteran Expediter
Charles, OVM, John, et. al.,
How many companies will or do allow their B unit capacity to be used to the fullest extent?
I mean how many of you double and triple book loads to fill that capacity when you have a chance?
I understand with NLM you can not always do this (and there are exceptions), while I don't know about the other load boards.
ALSO could you as a panther owner double or triple book loads on your own?
How many companies will or do allow their B unit capacity to be used to the fullest extent?
I mean how many of you double and triple book loads to fill that capacity when you have a chance?
I understand with NLM you can not always do this (and there are exceptions), while I don't know about the other load boards.
ALSO could you as a panther owner double or triple book loads on your own?
chefdennis
Veteran Expediter
I have run more then a few double loads since being with Load 1....just ran a Romulus Mi to Dayton Oh with a 2nd drop in Cincinnati...
TJP's & Scott's trip out west from Taylor was 3 stops.....its not unusual here at all...
TJP's & Scott's trip out west from Taylor was 3 stops.....its not unusual here at all...
Doesn't generally happen with us, but we would not rule it out. We would have to be set up, do the billing and all the happy stuff and verify it did not interfere with the first load.