The C-Unit is making a come back.
- Thread starter Bruno
- Start date
CharlesD
Expert Expediter
Carren and I spent last summer on the road in a 16' truck, which later became an 18' truck when I tried to deliver a bridge on top of the 16' box and had to replace it. We kept as busy as we wanted to be all summer with a 6000 lb payload, so those trucks can be money makers if you get the right kind of freight for decent enough rates. We focused mostly on the east coast though and did short loads that paid top dollar, $4 a mile loads in and out of NYC, that sort of thing. We went in and out of TX a few times as well for decent money.
With that said, a D is still a better option, especially a tag axle with a good high payload. The D units we have are running their doors off right now.
With that said, a D is still a better option, especially a tag axle with a good high payload. The D units we have are running their doors off right now.
Well then toss me one of them there doors, I need a piece of that action...LOL
CharlesD
Expert Expediter
Most of our Ds are team trucks as well. That helps.
hows your vans running? Hit and miss?
CharlesD
Expert Expediter
Pretty much. We only have two vans and I'm not looking to add any more. We're pretty much focusing on straights for the time being, unless van freight starts making a comeback.
It would be difficult to say for certain that C-unit numbers are increasing in expediting fleets without a proper study to determine that. Such a study would require a survey of all carriers, including all mom and pop carriers, to compare C and D truck counts today with those of a year or two ago.
Anecdotally, I can say that of the new expediter trucks Diane and I have observed on the road, most seem to be C-units. New D-units seem to be growing fewer in number. There is nothing scientific about this observation, just an informal count we have.
Most of the new C-units we have seen have been on Class 7 chassis. This suggests to me that the high price of new trucks and the lower freight rates since the Great Recession is affecting the expediting industry such that owners who are putting new trucks on the road are going with less expensive trucks because the rates do not support bigger, full-featured trucks of days gone by. Even the new D-units being built today are less full-featured than those of the past.
Anecdotally, I can say that of the new expediter trucks Diane and I have observed on the road, most seem to be C-units. New D-units seem to be growing fewer in number. There is nothing scientific about this observation, just an informal count we have.
Most of the new C-units we have seen have been on Class 7 chassis. This suggests to me that the high price of new trucks and the lower freight rates since the Great Recession is affecting the expediting industry such that owners who are putting new trucks on the road are going with less expensive trucks because the rates do not support bigger, full-featured trucks of days gone by. Even the new D-units being built today are less full-featured than those of the past.
99% of my loads are also under 2500# MOST true "D" loads I am offered pay badly compared to my normal work. They tend to be surface vs. White Glove from what we have seen. I do need the 22' box since, even on some light loads I have filled the box often. It is not only weight capacity involved.
The new "Red KW's" (cleverly disguised as White Cascadias) are surface D trucks. Apparently, the largest fleet owner in the industry still believes in the "D"
Are they a true "D"? I may be wrong, but I don't know of any of the single-axle D red KW's that could haul 13,000#. I wonder the same thing about their new single-axle Cascadias.
In a team operation, it sure can. I strongly believe it will support a $200k D truck.
BigCat
Expert Expediter
Zorry I haven't seen anyone say you are hauling $.80 per mile freight. OVM was just asking if today's rates could support the payment of a $100k truck.
Why lately do you jump the handle about rates? This is the second post I've seen you do this. Lighten up a bit and relax.
Mayfield Express
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jimby82
Veteran Expediter
They are coming on as D trucks into the FedEx fleet. We can haul over 13,000# in our old Red KW DR truck with the tag axle down, and close to 5000# with it up. Take away the weight of the reefer unit, tag axle, lift gate and the extra weight in the box due to insulation and heavier construction, plus the extra load handling equipment a WG truck carries, and I would guess yes they could haul 13,000# or very close to it.
In our 10 months out here, we have only been offered 2 loads that came out at 13,000 and 7 that were 12,000 - 13,000# range. (Turned down 1 of the 13,000# loads due to low rate, and accepted the other but it cancelled.) We turned down 3 of the 12,000# loads due to rates, and accepted the others. Actually hauled 2 of these (both were surface loads headed to Laredo), as we did not get the other 2.
By far, most (70-80%) of our loads would easily fit in a "C" truck. We do get load offers that require a D due to the number of pallets (8-10), but weigh less than 5,000#.
Really....Unless I've missed something are they not running in the 1.50- 1.70 range on average?...
That is less then 5 yrs ago...and everything has increased in price to maintain the truck....I suppose if a team ran their collective wheels off....it could be done no problem.....That Jacobs/Curry theory of Miles, miles ,and more miles...
CharlesD
Expert Expediter
I think another factor in the lower rates for some of the freight at the lighter end of the C unit payload is the number of loads going on Sprinters and other non dock high units that shouldn't really be going on those types of vehicles. You see 4000 lb stuff going on vehicles that aren't legally able to handle that weight. So you have an actual dock high unit and you're bidding against someone with a cube who's backing up to the dock with ramps under the tires or a Sprinter that's being overloaded.
Then what does all the loads put on straight trucks that would fit on a Sprinter type do? My guess is it averages out.
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