Categories : fleet repair

DAT: July truckload freight doldrums continue|Fleet Management material from Fleet Owner

The accessibility of truckload freight on the area market hit a lull throughout the week ending July 18, resulting in a decline in load-to-truck ratios and rates throughout all three devices types, according to DAT Solutions, which operates the DAT network of load boards. The average rate for vans dropped 2 cents to $1.85 per mile last week as van load availability fell 15 %. The van load-to-truck ratio was up to 1.7 loads per truck, suggesting there were 1.7 readily available van loads for every truck posted on the DAT network—– a 16 % decrease. Readily available van ability was steady (up 1.4 %). Average spot van rates were down in essential markets across much of the nation, consisting of Los Angeles, where the typical rate fell 3 cents to $2.32 per mile; Atlanta, down 6 cents to $1.92; Charlotte, down 5 cents to $2.28; Philadelphia, down 2 cents to $1.74; and Houston, down 2 cents to $1.63. The volume of load posts for refrigerated freight fell 20 % recently and truck posts increased 1.3 %, yielding a 21 % decrease in the national typical reefer load-to-truck ratio. The ratio of 3.9 loads per truck was accompanied by a 2-cent drop in the average spot market rate, slipping to $2.17 per mile. Flatbed load posts decreased 10.7 % while truck posts enhanced 9.3 %, pressing the load-to-truck ratio down 18 % to 11.6 flatbed loads per truck. The nationwide average flatbed rate slipped another 1 cent to $2.15 per mile. According to Mark Montague, a mathematician and statistician at DAT, area market capacity rebounded from the July 4 holiday week with a 25 % week-over-week boost in truck posts. At the exact same time, he said in his blog, there was a big increase in the volume of loads moved by many of the brokers who add to DAT RateView. Rates are derived from DAT RateView, which offers reports on prevailing area market and contract rates, as well as historic rate and capability trends, DAT said. Load-to-truck ratios represent the variety of loads posted for each truck offered on DAT load boards. In h.
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The security information container issue|Trucks at Work – Fleet Owner

So I spent a long time this week with a few of the excellent folks from United Parcel Service and Bendix Commercial Automobile Systems today out at Summit Motorsports Park in Norwalk, OH, taking part in several truck safety system demos. [You can see some of those tests in action below or by click on this link.] In the course of things, I got to talk to T.J. Thomas –– recently named director of business marketing at Bendix –– about a continuous issue when it concerns managing security, one that he described as the “& ldquo; 2 container & rdquo; circumstance. On the one hand, all the brand-new security systems now readily available in trucking create exactly what Thomas (seen at right in the white shirt speaking with veterna UPS Freight driver Paul Savill) refers to as “& ldquo; – occasion data & rdquo;– that & rsquo; s the very first and essential & ldquo; bucket” & rdquo; of information when it pertains to such technologies. “& ldquo; Every fleet wants event information since that’& rsquo; s what & rsquo; s going to inform you what actually happened if a crash happens –– particularly if that data can help exonerate both driver and fleet,” & rdquo; he informed me. Now, a lot of motor providers and motorists likewise rightly stress over such “& ldquo; event data & rdquo; sturdily attaching the blame for truck-car crashes on their shoulders, but in actuality, the fault for such crashes lies solidly with car motorists. Indeed, a research study conducted by the AAA Foundation for Traffic Safety discovered that car drivers are the ones at fault for activating truck-car crashes about 75 % of the time. Therefore, in two-thirds of such cases, occasion data is going to show truck motorists and their fleets aren’& rsquo; t responsible for such crashes –– an effective ally to have in your corner in light of our ever more litigious society. Yet Bendix’& rsquo; s Thomas stressed to me that it’& rsquo; s the 2nd security information “& ldquo; pail & rdquo; that fleets actually have to remain on top of: the one labeled “& ldquo; constant information.” “& rdquo; & ldquo; All these systems will certainly tape-record …
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