The 8 Best Ways to Avoid Freight Detention Charges

September 30, 2019 at 12:51 PMJen Deming
The 8 Best Ways to Avoid Freight Detention Fees Blog Post

Detention charges are the single most common accessorial fee that shippers see when they receive a final bill following a truckload haul. The typical industry standard for unloading/loading times is two hours, and anything after that will incur a fee. Two hours can seem like plenty of time, but the truth is that time can slip by much too quickly if you, your shipment, and your loading team aren't completely prepared. The end result often includes costly fees and a higher freight bill. The good news is that with the right plan in place, detention charges can be avoidable. These eight simple tips help to proactively offset going over that time and help keep your budget in check.

Have an experienced team ready

First and foremost, in order to avoid detention charges, it's important for shippers to have an experienced team ready and familiar with the process of loading and unloading a truck. Have a detailed plan in place, make sure the product is ready and packed the way you need, and stage the shipment in the order which you want to load. If you have a multi-drop load, be sure the items you need to be delivered first are loaded closest to the doors. If you happen to be the customer, or delivery location, make sure your dock space is cleared out, and the unloading team is prepped and waiting at the time delivery is anticipated.

Extend warehouse/dock hours

One of the toughest parts of freight transit that a truck driver struggles to anticipate is unforeseen hold-ups, including pick-up delays, traffic, or weather conditions. Many times, simply being stuck in rush hour can make a driver late, and while it's not the shipper's responsibility to accommodate the delay, there may be benefits in doing so. By extending your warehouse hours beyond what is typical, it gives an already pressured driver more flexibility. By doing that, you ensure a full team is at the ready while also strengthening your carrier relationships.

Open a back-up dock

Once a driver arrives for the load, assuming it is within the negotiated window, the countdown begins. It doesn't matter if the warehouse lot is congested, the dock you need is being held up, or the team is busy with another shipment. Once the driver has parked his truck, your two hours are dwindling away and you're inching closer to detention fees. It's important to keep a back-up plan ready, a second dock location, and a few extra hands at the ready, so that if any unexpected delays occur, you can get going at your regularly planned start time. 

Aim to be a "shipper of choice"

In the current freight market, it's no secret that the carrier holds the cards, so smart shippers should do everything they can to be desirable to available drivers. Factors like warehouse hours, streamlined loading and unloading, prepared paperwork, and available parking space all help the driver, especially in an industry where wasted time means wasted money. By being flexible and making the pick-up and delivery process as easy as possible for the truckload carrier, shippers can reap the benefits of a strong relationship. A driver may be more willing to look past minimal amounts of detention time if your business is easy to work with and keeps operations flowing smoothly.

Negotiate extra time beforehand

Some shipments may be extra difficult to handle and therefore take extra time to load. Good examples of these types of shipments include over-sized or wide-loads or those delivering to limited access areas. Though industry standard is typically two hours, if you have a strong relationship with a regular carrier, and you anticipate needing extra time, it doesn't hurt to approach the possibility of free, or discounted, extra load time when negotiating the initial rate with the carrier. A truck driver is much more likely to be flexible if they anticipate being held up, rather being delayed the day of and likely set back in their transit time.

Check your loading equipment

You'd be surprised how many times a shipment is held up at a location just because the proper loading equipment is not available or in working order upon carrier arrival. Because it's rare for a truckload carrier to have a liftgate, it's important for both shipping locations to have proper loading equipment on hand such as a forklift.  If you are moving a larger piece of freight, such as a machinery load, and need cranes or other nonstandard pieces of equipment to load, these must be accessible and operable by certified team members. Additionally, all parties involved have to do their homework and be familiar with circumstances at either location. If a shipper arranges a delivery to a customer without a dock, you can bet that team will be scrambling to unload on time if they aren't prepared. That means detention charges are likely. 

Get your paperwork in place

Every shipper knows that freight shipping involves a lot of paperwork. Minimally, a shipper needs to have a bill-of-lading prepared at pick-up, and additional documents can include product invoices, customs paperwork, insurance certificates, hazmat documents, among many others. If you are moving freight across the border, there are a myriad of other pieces of information a carrier and border officials will need as well. Having these items prepared for the driver upon arrival will help get your shipment loaded, and the driver back on the road, within the allotted loading time.

Consider drop-trailer programs

For shippers who are moving freight regularly to and from consistent locations, a drop-trailer program is an efficient and expedient option. In this type of freight haul, a carrier brings a loaded trailer to a location, unhooks and "drops" the trailer, and picks up a pre-loaded trailer that's been packed with freight. This cuts down on time waiting for loading and unloading, and gets the driver back on the road at a much faster rate. Drop-trailer programs are becoming increasingly popular, especially with new hours of service rules issued by the Federal Motor Carrier Safety Association that affect the amount of time a truck driver can be on duty. Using a drop-trailer program not only guarantees better efficiency and convenience for the driver, it also streamlines a shipper's supply chain operations.

Unexpected fees tacked on to a freight bill are never a welcome surprise. While detention charges are very common, truckload shippers have options to avoid detention and spending more money than anticipated. Simple measures during preparation and packaging and being extra flexible with your truck driver can help offset any potential hold-ups while also strengthening your working relationships with regular carriers. The truckload shipping experts at PartnerShip can help simplify your shipping procedures with reliable carriers and customized service options. Call 800-599-2902 to learn more or contact us today.

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UPS and FedEx Peak Surcharges Announced for 2019

September 24, 2019 at 8:23 AMJerry Spelic
2019 UPS and FedEx Peak Surcharges

UPS and FedEx have both announced that they will not apply peak season surcharges on residential deliveries this holiday shipping season. However, both companies will continue peak surcharges on large shipments and those requiring additional handling during the holidays.

During the 2018 holiday season, UPS applied a per package residential peak delivery surcharge of $0.28 for ground and $0.99 for air shipments. This year, the company is leveraging its expanded air and ground capacity, and automated sorting hubs and processing facilities, to pass cost savings on to customers in the form of no residential delivery peak surcharge. More than 75% of UPS's small package volume will pass through these automated facilities in peak 2019.

“We delivered a record-setting 2018 peak season in terms of both on-time delivery performance and operations execution,” said David Abney, UPS Chairman and CEO. “We will build on the lessons learned last year and leverage our new efficient air and ground capacity to make the 2019 peak season another success for customers, investors and other stakeholders.”

This is the third holiday season FedEx has not added additional peak surcharges on residential deliveries. With UPS and FedEx both not applying a residential delivery surcharge this year, it is great news for e-commerce retailers and online shoppers. Online sales are expected to grow 14% to 18% this holiday season, and in the past, these residential delivery surcharges were passed along to shoppers in the form of higher shipping costs.

It’s important to remember that both UPS and FedEx are implementing peak surcharges this holiday season on larger packages and those that require additional handling.

UPS peak surcharges will apply to larger packages from October 1 through January 4:

  • $31.45 per package for shipments that qualify as large (a 20% increase from 2018)
  • $250.00 per package for shipments that qualify as over maximum limits (a 51.5% increase)

UPS will apply peak surcharges for additional handling from November 24 through January 4:

  • $3.60 per package for shipments that require additional handling (a 14% increase)
FedEx peak surcharges will apply to larger packages from October 21 through January 5:

  • $37.60 per package for shipments that qualify as oversize (a 36.7% increase from 2018)
  • $435.00 per package for shipments that qualify as unauthorized (a 190% increase)
FedEx will apply peak surcharges for larger packages from November 18 through January 5:

  • $4.10 per package for shipments that requires additional handling (a 13.8% increase)

The growth of e-commerce and online shopping for large and awkwardly shaped products such as mattresses and furniture has necessitated these surcharges because heavy and bulky packages can’t move through the automated systems in which UPS and FedEx have heavily invested. Through these surcharges, shippers are paying the price for the loss of efficiency these packages represent.

If you’re a retailer, you should pay close attention to this year’s UPS and FedEx peak season surcharges so you can make any needed changes now to help ensure you remain profitable during the busy holiday shipping (and shopping) season. A good first step would be to look at the large packages you ship and determine which will be impacted by the peak surcharges.

The UPS and FedEx additional handling peak surcharge will be triggered by packages that:
  • Weigh more than 70 pounds
  • Measure more than 48 inches along its longest side and more than 30 inches along its second-longest side
  • Are not enclosed in traditional corrugated cardboard packaging

UPS Large Package and FedEx Oversize Package surcharges will be triggered by any package that exceeds 96 inches in length or 130 inches in length and girth.

UPS Over Maximum Limit and FedEx Unauthorized Package surcharges will be triggered by any package that exceeds 150 lbs., 165 inches in length and girth combined, or longer than 108 inches.

Surcharges for these packages are already high; additional UPS and FedEx peak surcharges represent an added dent to your bottom line. When deciding how to ship your small package shipments, or if you should use LTL to ship your oversized or heavy packages, you need an expert on your side. PartnerShip manages shipping programs for over 140 associations, providing exclusive discounts on small package shipments to their members. To find out if you qualify or to learn how you can ship smarter, contact us today.

FedEx and UPS rates will be going up after the holiday season! Make sure you know what to expect so you can mitigate the impact to your bottom line. Our free white paper breaks down where you'll find the highest increases and explains some of the complicated changes you need to be aware of.

Download the free white paper: Your Guide to the 2020 FedEx and UPS Rate Increases

PartnerShip Appreciates America's Truck Drivers!

September 9, 2019 at 9:02 AMJerry Spelic
2019 Truck Driver Driver Appreciation Week

This week has been designated National Truck Driver Appreciation Week and PartnerShip says “thank you” to all of the men and women who keep America moving forward by transporting freight safely, reliably and efficiently. 

“Every September, trucking comes together to recognize what we consider the most important profession in the country: truck drivers.” said American Trucking Associations (ATA) President and CEO Chris Spear. ATA Executive Vice President of Industry Affairs Elisabeth Barna added, “It’s a chance for the industry to work with the general public, policymakers and members of the media to acknowledge truck drivers for their dedication to safety and professionalism.

National Truck Driver Appreciation Week happens September 9 - 15 to honor all 3.5 million professional truck drivers for their hard work and commitment. PartnerShip is saying “thank you” with a Dunkin' Donuts gift card for drivers that move a load for us during the week. It’s our small way of thanking drivers that help our customers ship smarter.

To learn more about National Truck Driver Appreciation Week and the American Trucking Associations, visit the ATA website. To become a partner carrier, contact one of our Carrier Procurement Representatives for a setup packet at carriers@PartnerShip.com or visit our Becoming a PartnerShip Carrier webpage. Then check the PartnerShip Load Board and get started!

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The Top 5 Best Inbound Shipping Resources

August 22, 2019 at 12:03 PMLeah Palnik
The Top 5 Best Inbound Shipping Resources

When you think about how to optimize your shipping operations, the freight you receive from vendors might not be the first thing that comes to mind. However, you have more control over your inbound shipping than you may realize, and when you have the right resources it can actually be easy to master. We’ve rounded up some of our top resources that will help you manage your inbound shipments.

  1. Understand the difference between “prepaid” and “collect”. Inbound management 101 starts with looking at how you’re paying for your freight. A common misconception is thinking that you’re not paying for your inbound shipping when you’re not paying for it. This video will help you gain a good understanding of prepaid and collect, and how you can make a switch that will help you save in the long run.
  2. Learn how to properly accept freight and handle claims. You probably already know that sometimes the freight you receive can arrive damaged. It’s obviously never ideal, but that doesn’t mean it has to be a total disaster. Having the proper procedures in place with your warehouse staff is the key to getting claims approved and paid out when the unthinkable happens. Find out the best steps to take with this helpful white paper.
  3. Learn how to create and use routing instructions. Creating routing instructions for your vendors is a great way to ensure your inbound freight gets shipped at the best price and in the most efficient way for your business operations. Getting started is the hardest part, but we have you covered. With this blog post we show you some examples, explain how to create your routings, and give guidance on how to communicate them to your vendors.
  4. Achieve vendor compliance. You’ve perfected your routing instructions and you know exactly how to cut your costs. The only thing that’s missing? Getting your vendors to follow your lead. This blog post gives you a few pro tips to get those relationships on track.
  5. Follow the 4 steps to gain control of your inbound shipping. When you’re ready to take a full look at your inbound shipping operations, you’ll want to check out this all-encompassing white paper. It’ll guide you through the four important steps you’ll need to take to cut your costs and help everything run smoothly. Find out exactly what you need to do and get tips for executing them.

Figuring out how to effectively manage your inbound shipping doesn’t have to be intimidating. These resources can point you in the right direction, but you don’t have to do everything by yourself. PartnerShip is here to help you implement these important strategies and save you time in the process. We can set you up with discounted pricing, create your routing instructions, and help ensure vendor compliance. Contact us to learn more.

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Machinery Transportation: How to Get the Best Rate

August 8, 2019 at 10:30 AMJen Deming
Machinery Transportation: How to Get the Best RateMachinery transportation is a tricky endeavor that often presents shippers with a unique set of challenges outside of what is “normal” for a standard freight haul. Because larger, heavy machinery may need specific requirements in order to ensure safe transit, it’s important for shippers to be able to determine the proper equipment for the task. Being able to sort out which equipment type works best for your load can also keep costs where they need to be, so that you’re not overspending on a specialized piece of equipment you don’t really need.

Why trucking equipment matters for your machinery transportation

The variety of heavy hauling equipment used in machinery transportation can vary greatly depending on size, maximum weight capacity, structural components, and materials. Certain types of heavy haul equipment work exclusively with pickup and delivery locations that have docks. Others are built to be flexible in order to fit a variety of different loading and unloading needs for places with limited options like construction sites. It’s important for shippers to keep in mind that the more specialized the piece of equipment, the more time needs to be built into quoting and finding an available truck. It’s also likely that the haul may be more costly. Determining certain factors about the machinery you are planning to ship can help you choose which piece of specialized equipment may make sense the most sense for your load.

Types of equipment to consider for your machinery transportation:

  1. Best for the budget-minded but flexible: Flatbeds/extendable flatbeds
    Flatbeds are some of the most common types of trailers used in truckload shipping and are extremely versatile for a wide variety of haul types, especially for machinery transport. They have a maximum weight limit of 48,000 lbs. Dimensionally, the maximum width and height for legal operation is 8.5 feet. A shipment can be wider, or stacked higher, but over dimensional rules and restrictions will apply. 

    A major drawback to the standard flatbed is that it is typically raised 60 inches off the ground. This means that either a forklift or a crane will need to be used to load and unload freight. So, if your equipment can be broken down and disassembled for transport, this is your least expensive and most readily-available option. 

    It’s important to keep in mind that flatbeds are open air trailers. This means your load will be exposed to the elements. Depending on the type of machinery you are moving, tarps and straps may be needed for protection. Most flatbed drivers do have these items available, but it’s critical to note that at the time of your request. 

    Another type of flatbed option is an extendable deck. This type of equipment is essentially a flatbed trailer that can be expanded to carry longer shipments. The most common size is a 48 foot flatbed that is expandable to 60 feet. If you are shipping a piece of machinery that is extra-long or in multiple pieces, this would be a great option for your load.


  2. Best for extra tall loads: Step deck
    A step deck trailer is very similar to a standard flatbed, but the addition of a tiered upper and lower deck creates two levels in order to accommodate for taller cargo. The shorter upper deck is typically 11 feet in length and can fit 8.5 feet in height. The longer lower deck is 37 feet in length and can accommodate up to 10 feet in height. It’s important to note width requirements are the same as a standard flatbed. If you are shipping a piece of equipment over 9 feet in height, it would make sense to look at a step deck trailer option. These types of trailers often have ramps for unloading, and may be safer for forklift pickup since they are closer to the ground.

  3. Best for loads that need security and versatility: Conestoga
    This trailer option combines the security benefits of a standard three-sided dry van trailer with the versatility of a flatbed trailer’s loading and unloading options. Drivers can side load with cranes or forklifts the same way they would with a flatbed, but don’t need to struggle with tarps and straps for protection from the weather and elements during transit. Another added benefit to the Conestoga retractable tarp system is individual access to any part of a load during transit, making multiple drops easier should your shipment need delivery at multiple locations. These trailers also come in a step deck version which are useful for especially tall pieces of equipment. Conestoga trailers aren’t necessarily a standard part of every fleet, so they can be difficult to find and the price may reflect that depending on spot rate trends.

  4. Best for extra tall, over dimensional loads: Lowboy/Double drop trailer
    As one of the most common trailer types for construction equipment loads, lowboy trailers are especially suited for machinery transport. They can haul from 40,000 to 80,000 lbs. depending on the amount of axles on the trailer. These trailers have a maximum 12 foot freight height and overall load height of 14 feet, making them particularly useful for very large equipment. If the load is over dimensional, it’s important to note that they may require additional permits depending on sizes of the load and state regulations within the transit.

  5. Best for very large, drive-on equipment: RGN (Removable Gooseneck Trailer)
    A removable gooseneck trailer is the most convenient option for machinery transportation, especially for the large pieces of equipment such as cranes, excavators, or other large pieces of construction equipment. The front of the trailer detaches, allowing it to be lowered to ground level to create a ramp. This means loads can be driven onto the trailer, either by operating the machinery itself or via forklifts moving smaller pieces of equipment. Maximum freight weight is 42,000 lbs. but can be up to 80,000 lbs. depending on the number of additional axles. Maximum freight height is 11.6 feet and width is the standard 8.5 feet, but there are “stretch” options too for longer loads. If either the pickup or delivery location need to drive equipment on, this is the option for you. But, because this is the ultimate specialized piece of equipment that offers the greatest flexibility, it’s most likely to be the least cost-effective option.

Machinery transportation can be a complicated process, so it’s very important for shippers to be informed in order to get the best rate. Variables such as height, width, and length of your load all impact what trailer type you need. Available options to the loading and unloading team, such as loading dock height and forklift assistance, all impact whether you need a simple flatbed, or a more sophisticated piece of equipment such as an RGN. If you have a truckload shipment and need assistance to find a reliable carrier with a specialty trailer, contact PartnerShip or get a free quote!

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Vendor Prepaid versus Inbound Collect Shipping

July 24, 2019 at 8:16 AMLeah Palnik

One of the simplest and easiest ways to immediately cut your inbound freight costs is to change your shipping terms from "prepaid and add" to "collect." Having your vendor or supplier ship collect on your recommended carrier eliminates any handling charges, thus saving you money.

When you gain more control over your inbound shipping, you can save on small package and freight shipments coming into your business every day. As the buyer and receiver of the goods, you can and should designate the carrier and arrange for shipping charges to be billed directly to you at your discounted rate. This is called routing shipments inbound "collect." Collect is a billing option, in which you are invoiced by the carrier. It does not mean paying the driver at the time of delivery.

In general, there are many benefits to having your inbound shipments routed collect. First, it usually saves a lot of money. But even if you don't have as aggressive freight deals as your vendor, their handling markup could be a lot higher than your freight deal.

Shipping inbound collect also reduces the number of carriers from different suppliers arriving at your receiving dock every day. When you control the routings, you control how many trucks deliver to your door. That also makes it easier to maximize your staff's efforts.

There may be some cases where your supplier's prepaid freight can actually benefit you. First, some suppliers do not add any fees for handling, and freight is just a pass-through. In this instance, you may want to continue having your supplier pay the freight to save some time and money. But if you are trying to consolidate the number of trucks at your dock, and increase the control you have over inbound shipping, it might still be worth routing by your carrier, even if it will cost you more.

Another example of where inbound prepaid may continue to make sense is if your supplier has poor packaging. If you have a supplier that ships a high-value product with suspect packaging, you may want them to prepay and add the freight. Even if they are charging a premium for freight, you do not want to deal with the hassle if that shows up at your door damaged. You will be much better off refusing it and letting your supplier deal with the claims process if there are any damage issues.

Conclusion

Taking control of your inbound shipping may take a little work, but the final payoff is reducing your overall inbound freight spend. If you're ready to take control of your inbound shipping and you're not sure where to start, PartnerShip has the process, tools, and experience to help.

  • We can provide a complete, inbound freight analysis to help you determine where you can save additional money on your inbound shipping
  • We provide simple inbound supplier/vendor management forms making it easy to choose which vendors you use most frequently
  • We create updated routing requests and shipping instructions and then we contact your vendors on your behalf
  • We maintain great relationships with the common suppliers in the industry to gain routing compliance
  • We can provide inbound shipment visibility reports so you know exactly what was shipped to you and by whom
  • We consolidate and audit all of your inbound freight bills so you can enjoy the simplicity of a single invoice 

Contact PartnerShip today and take control of your inbound shipping!


How to Accept Freight and Handle Claims

Why Shippers Should Care About the CVSA Roadcheck

June 3, 2019 at 8:48 AMLeah Palnik
Why shippers should care about the CVSA roadcheck

Coming to a highway near you, the Commercial Vehicle Safety Alliance’s (CVSA) International Roadcheck will take place June 4-6. On average, 17 trucks will be inspected every minute in Canada, the United States, and Mexico during the 72-hour period. The CVSA-certified inspectors will primarily conduct the North American Standard Level 1 Inspection and could render trucks out of service or place drivers out of service for violations. In fact, nearly 12,000 trucks and buses were placed out of service last year.

Both the drivers and their vehicles are put through a 37-step inspection which includes checking items such as the braking system, securement of cargo, exhaust system, frame, fuel system, lights, tires, wheels and rims, and other critical components. Each year, the CVSA places special emphasis on a specific category of violations. This year’s focus will be on steering and suspension systems due to their importance to highway safety.

Drivers and their trucks are subject to these same inspections year-round, but the International Roadcheck event brings a significant increase in inspections that has a notable ripple effect.

What can shippers expect?

  • Capacity will tighten which will likely increase freight rates. Many smaller carriers and owner operators will take the days off to avoid the potential hassle. This can make it more difficult for shippers to find trucks during this time – driving up the load-to-truck ratio and therefore driving up rates.
  • Delivery times will be affected. Not only do all of these inspections take time, but some loads may be delayed if drivers are pulled out of service due to violations. Even something as simple as a cracked windshield could cause a vehicle to be pulled out of service. In general, it’s a good idea to allow for some extra time just to be on the safe side.

Finding a truck during Roadcheck week is easier when you’re working with a quality freight broker like PartnerShip. We’ll help you find the best option and let you know what you can expect. Get a free quote today!

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3 Times You Should Consider Regional Freight Carriers

May 14, 2019 at 11:00 AMJen Deming
3 Times You Should Consider a Regional Carrier

Most shippers are familiar with the large network of national freight carriers commonly seen on the road, but regional freight carriers tend to be a little less recognizable. While larger freight carrier organizations have many benefits, including a sizable service area and the resources to have a large pool of available trucks, many shippers are not aware of the lesser-known benefits associated with using smaller local or regional carriers. In order to make smart shipping decisions, it's important for shippers to weigh the advantages of working with different types of carriers. Consider whether they may make sense for you, so that you're getting a service that best accommodates your business. 

When using a regional freight carrier makes sense: if you don't need to ship far to reach your customers

In terms of size, regional freight carriers operate in a smaller, more concentrated geographic territory than national carriers. Typically, the trucks are traveling 500 miles or less, though there are several companies that service larger areas or specific lanes. These carriers territories tend to fall into one of two categories: multi-state lanes or local transportation that operates within a certain city lines or borders. Examples of regional freight carriers include PITT OHIO, Dayton Freight, and AAA Cooper

If your business is shipping mostly to local customers that are located within state, or even in the same general geographic area of the U.S. (Southwest, Great Lakes, Northeast, etc.), you may want to consider using a regional carrier. Because these carriers aren't servicing larger cross-country lanes, they tend to have shorter hauls since they are delivering locally. This may limit where you can ship to, but keep in mind that there are still larger, national carriers at your disposal. There are many benefits to shorter hauls, as well. Typically, these hauls do not undergo as much loading and unloading at carrier terminals like longer hauls do. This can mean less damage and more on-time deliveries for your freight, ultimately getting you happy customers and better business. Smaller companies can sometimes spend more time focusing on continuing safety and service training. For example, Dayton Freight, a top regional freight carrier, dedicates time and energy pursuing the continued education of its team. In-house programs like "Dayton Freight Academy" to focus on improving and supplementing the skills of drivers and other employees when it comes to safety, truck maintenance, and freight handling. This intentional focus on service at the employee level helps regional freight carriers like Dayton improve the customer experience. 

Also because regional freight carriers specialize in a smaller geographic area, drivers may have greater familiarity with the region in general. They may be much more knowledgeable about things only locals drivers may know, like which complicated delivery addresses are located where, whether they are likely to be classified as a business or residential location, what time of day traffic is most congested, or other route obstacles to avoid. This can help avoid potential pick up and delivery challenges or other issues that may delay a shipment.

When using a regional freight carrier makes sense: if service level is of utmost importance

There are many service benefits in working with regional freight carriers. Due to their smaller size, they can often offer a more personalized class of service that puts a greater emphasis on the customer experience. Because these carriers are working with a smaller customer pool, they often can offer better flexibility and responsiveness when issues come up with a shipment. Many regional freight carriers have smaller corporate offices in local areas which may mean live, reachable customer service teams versus automated service lines. That way, shippers can have more direct contact with local terminals rather than being given the run around by calling a general customer help line. All in all, this may lead to better management of a shipment from pick up to delivery for some shippers who value a high level of customer service. 

When using a regional freight carrier makes sense: if you need to be particularly mindful of your freight spend

Using a regional freight carrier can lower your freight costs, especially if your business needs specialized services, such as liftgates or other accessorials. It's relatively common that regional carriers do not have to pay delivery area surcharges and have fewer accessorial costs and lower minimums than national freight carriers, which means they can pass on these savings through lower prices to shippers. Another benefit associated with working a smaller service area? Next-day or expedited delivery is more reasonable. For example, PITT OHIO, a regional carrier based in the Midwest, offers some of the most expanded next-day lanes in the nation. A small service area means a shorter haul, quicker transit time, and less work overall for the carrier to hasten delivery. Because of that, these expedited shipping costs can be lower than with national carriers.

Finally, because regional freight carriers are also typically smaller organizations, shippers may have more negotiating power when it comes to discounted rates or lowered accessorial fees. Regional carriers are likely to be more flexible in order to compete with the huge volume of business that national carriers naturally pull from the market. 

For some shippers' needs, bigger isn't always better. There are very specific instances when a business may benefit from utilizing a smaller regional or local carrier network over a national carrier company. The first thing to consider is whether your customer base is located in a targeted geographic area. If you're doing business with local customers, and factors like price, service level, and timeliness are important, a regional freight carrier may streamline your shipping procedures. To learn more about the benefits of using a regional carrier, and whether they are right for you, call 800-599-2902 or get a free quote today.  

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Cross-Border Freight Shipping FAQs

April 16, 2019 at 9:42 AMJen Deming
Cross Border Shipping Blog

Shipping to and from Canada can be intimidating for even the most experienced shippers. The good news is that cross-border shipping isn't as hard as you may think it is. Below are some frequently asked questions that we've compiled for your reference when you're gearing up to ship freight cross-border.

What is PARS?

The vast majority of LTL freight and truckload shipments to Canada clear at the border under a process referred to as the Pre-Arrival Review System (PARS). PARS allows review with the Canada Border Services Agency (CBSA) in advance of the freight's arrival. The PARS process speeds up customs clearance and alleviates congestion at the border, but in order for this system to work, every party involved (customs broker, importer, and carrier) need to play their part. 

What is a PARS number?          

The PARS number is commonly referenced when setting up PARS clearance and is also commonly referred to as the Cargo Control Number (CCN). The PARS number for all shipments will be the tracking number preceded by the carrier's four digit carrier code. In order to avoid being delayed at the border, a carrier must inform the customs broker of the port of crossing, the ETA, and carrier contact information. 

Can my shipment be PARS accepted and still be bonded or inspected at the border?

Yes. Even though the shipment information has been sent via PARS and accepted by CBSA, Canada customs agents have the right to inspect a shipment.

What is PAPS?

The Pre-Arrival Processing System (PAPS) is the United States equivalent of PARS. PAPS allows customs paperwork for individual shipments to be processed before southbound freight reaches the Canada/U.S. border - facilitating the freight's entry into the U.S.

Where will my shipment cross the border?

Different carriers use different Canada/U.S. Custom gateway locations. Where your specific shipment crosses will depend on its origin and destination. Generally, carriers will list their gateway locations on their website and PartnerShip will use the most direct route for your shipment to meet your delivery expectations.

How long can I expect the transit time to be on cross-border shipments?

While there are occasional delays at the border, mostly caused by volume of traffic, transit times are rarely affected due to border crossings. So, based on the mileage, you can generally expect similar transit times as you would in the U.S. (i.e., <500 miles = 1-2 days, >500 miles = 2-3 days, >1,000 miles = 3-4 days, etc.)

What forms and documentation will I need for my cross-border shipment?

Getting your shipment across the border requires a bit more paperwork than what's required for standard domestic shipping. Luckily, PartnerShip has compiled a list of documents you'll need when shipping from the U.S. to Canada. Those forms can be accessed on PartnerShip.com by logging in and visiting PartnerShip.com/ShippingForms.

What is ACI?

Advance Commercial Information (ACI) is a project of the CBSA. ACI requires that all commercial cargo entering Canada be electronically registered with the Agency prior to arrival at the border. The project's aim is to improve Canada border security and efficiency.

What is ACE?

ACE is a U.S. Customs and Border Protection (CBP) program that gives CBP and other participating government agencies the ability to access data throughout the international supply chain to anticipate, identify, track and intercept high-risk shipments at borders and ports. With ACE, carriers are able to file electronic manifests in advance of freight arrival at the customs check point for faster entry into the commerce of the U.S.

What is a FAST certification?

A Free and Secure Trade (FAST) certification is an expedited clearance program between the U.S. and Canada for commercial vehicles. It's intended to ensure safety and security for commercial carriers who meet eligibility criteria and have passed background checks. Benefits of the program include dedicated lanes for quicker border clearance, as well as simplified clearance procedures. Certified carriers can travel through checkpoints as required documents are verified, but trade-related verification can be completed later. 

How much do I pay shipping cross-border?

As with shipping in the U.S., your actual freight charges will depend on many different variables, such as: commodity, weight, fuel, etc.

The importer of record is normally billed by his/her broker for duties and taxes. The customs broker determines duty (if applicable) along with the appropriate taxes and reports those taxes to Customs on the client's behalf.

Where can I get help to work out the details when shipping between the United States and Canada?

The shipping experts at PartnerShip are familiar with the ins-and-outs of cross-border shipping and can help manage the details that leave you bewildered. From paperwork to policies, we make sure you are feeling confident about your cross-border moves so that you can rest easy that your shipment is traveling securely. To learn more about cross-border shipping, call 800-599-2902 or get a quote today.

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Asset vs. Non-Asset Based 3PL: The Major Distinctions

April 3, 2019 at 10:16 AMLeah Palnik
Asset Based vs. Non-Asset Based 3PL: the Major Distinctions

There are two main types of third-party logistics (3PL) providers and they’re not exactly created equal. Asset based 3PLs and non-asset based 3PLs each have their place in the market. However, they have a few key differences that can impact how your freight is handled and how much it will cost you.

What are asset based 3PLs and non-asset based 3PLs?
Asset based logistics providers own some or all of the parts of the supply chain. This can include carriers, trucks, warehouses, or distribution centers. Conversely, non-asset based 3PLs don’t own these parts of the supply chain. Instead they are relationship-based and develop a network of partners to help move your freight.

The major differences between asset based and non-asset based logistics
Besides how they operate, there are some distinctions that are important for shippers to take note of.

  1. Flexibility and ability to offer custom solutions
    Since asset based 3PLs have their own carriers, those are the carriers they will rely on to move your freight. Their carriers likely specialize in specific lanes or services or may only have a presence in one part of the country. If those specializations match up with your specific needs, it could be a great partnership. However, if they don’t or if your needs vary, you likely won’t be receiving the most efficient or cost-effective service.

    On the other hand, non-asset based logistics providers have a wider network. They have access to multiple carriers which allows them to source the one that most closely aligns with your needs. That flexibility allows them to offer more customized solutions for your freight.

  2. Level of control over the supply chain
    Asset based 3PLs have more control over the supply chain because they own the assets that comprise it. What that results in is the ability to set their own pricing more easily because they don’t have to negotiate with an outside party. Asset based 3PLs also have more direct control over carrier issues and errors. They can implement changes with their carriers that non-asset based 3PLs simply can’t.

    Non-asset based 3PLs have less control, especially when it comes to what the carrier does. That’s because there are more hands involved with moving your freight. However, a quality broker will know what to look for to prevent issues and will have high standards for the carriers it keeps in its network.

  3. The underlying interests of the 3PL 
    It’s hard to argue that asset based 3PLs aren’t inherently biased. They own their own warehouses and trucks, so it’s obviously in their best interest to have shippers use them over others.

    The interests of a non-asset based 3PL are more in line with the shipper than the carrier. The best brokers will work on your behalf to find discrepancies in your invoices, provide claims assistance, and use their expertise to help you ship more efficiently.

How to decide between an asset based 3PL and a non-asset based 3PL
The type of 3PL that is best for you will largely depend on your specific needs. In general, you want to make sure you are working with a broker that can get you access to capacity when you need it most. From there, you should evaluate the typical characteristics of your freight so you can find a 3PL that is closely aligned.

No matter the situation, you need to work with a quality broker that is dedicated to finding you the freight solutions you need. PartnerShip is a non-asset based 3PL with an extensive network of alliances designed to help you ship smarter. Contact us to learn how you can save on your freight and improve your operations.

Contact us today!