The 25 largest U.S. less-than-truckload (LTL) carriers collectively brought in $34 billion in revenue in 2017. That is a staggering number and a 7.8% increase over the previous year. When the numbers are in for 2018, don’t be surprised to see another healthy rise. As the largest LTL carriers continue to command more of the overall marketplace, shippers must be resourceful when looking to source LTL freight services so as to not get squeezed on price due to the number of market players. Shippers should take the following six factors into consideration when finding the most efficient LTL freight services.

1. Transit Times - How fast do you need to get your shipment to your customer, or to receive your shipment from your vendor? Long-haul carriers tend to have slower transit times in regional lanes, while regional and multi-regional carriers are much faster in these lanes, but may not provide service in longer haul lanes.
2. Geographic Coverage - Once you get beyond the top 10 LTL carriers, most of the remaining players provide only regionalized direct pickup and delivery services. Understanding carrier coverage areas helps you optimize which carriers are best suited for the service.
3. Service Performance - On time pickup and delivery performance is not always the same. Often this depends on where your business is located relative to the nearest freight terminals. Long-haul carriers traditionally have been known to provide lower delivery reliability, while regional carriers tend to provide reliability in a higher range. Almost all of the LTL carriers will guarantee delivery or provide deliveries that are "faster than standard" for additional fees.
4. Liability Coverage - The amount of liability coverage you receive can vary and is set by the carrier. It’s not uncommon to see liability restricted to $0.25 per lb. or less, which means shippers need to be diligent about understanding their options. Especially if the liability coverage doesn’t meet the actual value of the freight.  
5. Financial Stability - Most of the remaining LTL carriers in the industry are pretty stable from a financial standpoint. However, there are a few carriers that continue to struggle with profitability and debt issues. Anyone who may recall when industry behemoth Consolidated Freightways closed its doors in 2002 will understand the importance of not having your freight in the hands of a financially unstable carrier. 
6. Pricing Factors - Lastly, and perhaps most importantly for many small business, is price. When working with an LTL freight carrier, there are many factors that will determine your true cost of transportation. These include:
   • Discounts, base rates, and net price 
     Most LTL carriers provide pricing in the form of discounts off of base rates, which will vary by carrier. So, a 68% discount from one carrier might actually be less expensive than a 70% discount from another. The main point to consider when comparing LTL carriers is not what the discount or the base rates are, but rather what is the final net price to you.
   
   
   • Minimum charge  
     Generally a flat fee under which the carrier will not discount its price. Some carriers offer big discounts, but set the minimum charge high which may result in less of a discount on smaller weighted shipments than you anticipated.
   
   
   • Freight classification 
     There are 18 different freight classes ranging from 50 to 500. These classes are based on the density of your product and will definitely impact your overall price.
   
   
   • FAK provisions 
     If negotiated, "freight-all-kinds" provisions may allow you to ship products with different classes under a single class from a pricing standpoint. 
   
   
   • Weight 
     How much your shipment weighs will play a significant role in how your rate is calculated. Keep in mind that carriers will use hundredweight pricing, which means that the more your shipment weighs, the less you'll pay per hundred pounds.
   
   
   • Accessorial fees 
     Extra services performed by the carrier generally add additional fees to your overall freight bill. The fees that carriers charge for these services can often be radically different so it's important to educate yourself. 

There are other factors not mentioned above that need to be considered when choosing an LTL freight carrier as well, such as equipment specifications (e.g., liftgate, trailer size, etc.), scheduling flexibility, and tracking capabilities, to name a few. It's easy to see why, what may seem like a simple service of picking up a shipment and delivering it, is often more complex than meets the eye.

Generally speaking, there is almost never just one LTL freight carrier that fits every need you may have. Unless you have spare time on your hands, your best bet is to work with an established freight broker like PartnerShip that can do the heavy lifting for you so that you can stay focused on running your business.

Need some help evaluating your freight shipping? Need help finding the right LTL freight carriers? Let PartnerShip provide you with a free, no-obligation quote to get you started.

There seems to be an endless number of factors that can affect freight class, and in our last two blog posts, we covered the most significant, including product category, materials, packaging, and density. When we talk freight class with our customers, many shippers ask about a potential or existing FAK (Freight All Kinds) rating, and whether it's getting them the best pricing possible. yes, we're throwing another shipping acronym in the mix. We'll take a look at what it is, which shippers quality, and whether or not it really is right for your business. 

What is an FAK?

An FAK is a class agreement that is established between a carrier and a shipper, allowing the shipper to move multiple products of different classes at one standardized freight class. Essentially, an average class of all the commodities being shipped is determined, and the shipment gets rated at the same class regardless of the product type, making the price fair for both the carrier and the shipper.

How does this differ from a class exception?

A class exception agreement utilizes an umbrella system that may rate a range of actual class items at a lower class. For example,  a business that may ship items classed at 70-200 may be rated at a class 150. Anything above class 200 would ship actual class. A true FAK is extremely rare for a shipper to negotiate with a carrier, as it requires extremely high volume for carriers to determine it worth their while.

How does a carrier determine whether an FAK is possible?

As mentioned above, freight carriers really have a lot of the control and are calling the shots in many parts of the freight industry. A shipper must really be moving a high volume of loads in relatively even amounts in order for lower-classed items to offset higher-classed items, making the compromise worthwhile to the carrier. Originally, when FAK classification agreements were first implemented, they were beneficial to both parties. However, many shippers learned how to manipulate the agreement, shipping risky freight loads at a lower cost, and putting carriers in the hot seat. To combat the misuse of the system, carriers have held back in entering these agreements more now than they used to. 

If you are a rockstar at optimizing the packaging and maneuverability of your high-class freight, taking into consideration density, fragility, and stowability, you have a better shot at obtaining an FAK. Basically, if you can get your freight to operate like a lower class, you may be rewarded with a lower class.

What's the catch?

If anything proves true in freight shipping, it's that nothing is as simple as it seems. An FAK can seem like an awesome idea with a few drawbacks, but even if a shipper does manage to acquire an FAK with a carrier, it doesn't mean it's exclusively beneficial. Keep in mind that carriers are in charge and the parameters in place are pretty much at their discretion. If you are not shipping lots of mixed pallet freight, it just doesn't make sense. Small to medium-sized businesses that have one or two major commodity types won't see the same benefits of an FAK as facilities that are mass producing many types of products would.

If you are typically shipping lower-classed items, keep in mind that your "average" class could potentially be higher than your actual class, because you are essentially increasing your minimum charge. It may save you on the one-off shipment, but it's hurting you in the long run. The same goes for a class exception strategy. Carriers are not likely to be open to lumping any of your shipments of a higher class into this tier, no matter how infrequent they are. Because of this, your tired structure will likely reflect a higher average class, which is essentially over-classing your shipments. 

Another notable consequence of FAK implementation is that carriers will often limit liability on these shipments. In many carrier tariffs, verbiage is in place that the carrier is responsible for the price per pound on the freight class being paid. This is very different from actual class. If you are shipping a high value load at a very low class, even if the damage claim is won, the payout would be minimal compared to the value of the shipment. 

What's my class?

Now that we've gone over how an FAK can affect freight class, let's take a look at an example shipment that would create a difference for shippers with and without an FAK. We can use a hypothetical where we are a shipper with an FAK agreement in place. If the actual freight class of our shipment falls within 70-200, we are rated at 150.

In this example we will be looking at a pallet of popped popcorn, in boxes, measuring 40 x 48 x 52 and weighing 315 lbs. This is a common shipment that would typically be rated as density-based, and would have a high class due to the fact its density is low. We will use ClassIT in order to determine the actual class and compare it versus the FAK. 

With the search tool, we use the keyword "popped popcorn." It's important to note the distinction between popped popcorn and popcorn kernels because popped popcorn is much less dense, and a higher-classed shipment than raw kernels. Our shipment best falls into the Foodstuffs Group, which is a general group of foods, beverages, and other types of non-perishable items that are broken down into many articles usually determined by density:

FAK is just another added layer to the very complicated topic of freight classes. While they may sound like a great alternative to paying actual class, it's pretty clear that with the current state of the freight shipping industry, carriers are dictating the terms for shippers. FAK agreements are rare, and it's likely they aren't the best option available to lower freight cost anyway. The most important thing for shippers to consider isn't an FAK or even a discount percentage - it's what you are paying for your freight. A qualified freight broker can help alleviate the stress of shopping rates, and make sure you are paying for freight at the class that's right for you.

 

1. Multiply the length, width, and height (42 x 46 x42) to get the total cubic inches (81,444).
   
2. Divide the total cubic inches by 1,728 to get the total cubic feet (47).
3. Divide the weight of the shipment (500 lbs.) by the total cubic feet (47). This will give you a density of 10.65.

Looking at the chart, we see that because of our crated packaging type, the top 4 subgroups are applicable. 10.65 falls under the subgroup 3, or class 92.5. In this class example, it is important that dimensions and weight are accurately measured in order to calculate the true density (and appropriate class) for the shipment. It's also crucial to note once more that packaging makes a huge impact. See how high the classes jump if the product is palletized or in packages other than secure crates or boxes.

LTL services are in higher demand than ever before. National freight carriers are in the driver's seat, and doing what they can to limit troublesome shipments - including those with a low density and high freight class. Once you've optimized your shipments for carriers, many shippers wonder about whether a Freight All Kinds (FAK) agreement may be a worthwhile perk. Next, we'll take a look at what goes into that FAK and if it's right for your business.  The freight specialists at PartnerShip can guide the way so you aren't stuck staring at your calculator, and a high freight bill. Call 800-599-2902 to speak with a representative, or get a quote today.

Freight class is a critical component of shipping your LTL loads. But it's confusing and making a guesstimate is risky business. Your shipment's freight class plays a huge part in from everything from your initial freight rate estimate to your payout for any potential damage claims. How can a little number mean so much?

What is a freight class?

Prior to understanding class number, shippers need to grasp the importance of the NMFC, or National Motor Freight Classification. Every type of product or commodity has a numeric code assigned to identify it within a categorical system, similar to a UPC used within a grocery store. The code also breaks down these products into over-arching groups, which then tell you how to class your product. There are 18 freight classes that range from 50 to 500. Your freight class helps the carrier determine how much to charge for your shipment, along with other factors such as weight and distance traveled, as well as any additional requested services. Typically, the higher the class, the more expensive the subsequent freight rate.  

What factors determine a freight class?

There are four factors that influence the classification of different commodities; each affects the difficulty in transporting the freight and increases the freight class. 

• Density - The space an item takes up as it relates to weight. The higher the density, the lower the classification. Low density shipments take up a lot of space but weigh less, making the shipment unprofitable to carriers. More classifications are becoming density-based as capacity becomes crunched and larger, less standard types of freight are entering the network to be shipped.
• Storage/Stowability - This refers to how easily freight can be stored and stacked on the truck, and how much space it takes up. Similar to density, if a shipment is large, oddly-shaped, or difficult to fit in the truck, the load becomes undesirable. .A higher freight class is assigned in order to reflect the added work to fit in the load.
• Handling - Similar to storage and stowability, the more difficult it is to load and unload a shipment affects freight class. A shipment that requires more creativity and flexibility to load and unload will increase the class.
• Liability - Carriers assign higher freight classes to "high risk" shipments in order to limit their accountability for those shipments that are more likely to be damaged in transit or have an increased risk for freight theft. If you have high value or fragile products, it will be reflected in a higher freight class to offset that risk.

Let's say we have a shipment of slate blocks which are in 3 creates that are 4 ft. by 4 ft. and 515 lbs. each. We see two groupings that actually fall into the same Item or NMFC number, which is 90280. This is considered the "Gravel or Stone Group; consisting of gravel, sand, slag, slate, or stone, as described in items subject to this grouping." If we select "Slate Blocks, Pieces or Slabs, NOI" we are brought to the following breakdown of articles. You can see how specific it gets regarding packaging, usage, and dimensions. 

By looking at our shipment of crated slate blocks, we can see that our sample shipment falls under the 90280 Slate Blocks Pieces or Slabs group:

It goes even further than that, breaking down into subgroups which determine freight class depending on packaging and size. This is why it is imperative to know the precise weight and dimensions of your shipment. In our example, our slate blocks are in crates 48 in. long, which falls under the subgroup 4 - class 65. Compare that to crated slate blocks longer than 96 in., which would be class 85. This is an increase, but shouldn't affect pricing drastically. When packaging type is adjusted, however, the class is increased significantly. By palletizing the slate blocks (subgroup 1), freight class jumps to 250. At this weight, the final freight rate can be raised by hundreds of dollars.

In the Slate Blocks, Pieces or Slabs group, you can also reference three separate notes that are relevant to the details of the shipment:

These details are notable, because it gives further direction on how best to package your freight for both safety and security. In 90282, the note states that "pieces or slabs 2 in. or less in thickness" must be boxed or crated and marked "fragile." We see more packaging direction in 90283 regarding exposed surfaces and edges and requirement for wrapping and other protection. This is to hopefully limit damage, but shippers must also be mindful that if freight falls within this category, and it is not packaged as directed, a damage claim will likely be denied by the carrier. 

Freight class, in addition to weight and distance traveled, is critical in determining a shipment rate. Specific details relating to product and packaging can greatly affect the NMFC code and final freight class. A shipment of slate blocks may sound simple enough, but things can get a bit more complicated once you start looking at different commodities. Density-based shipments can further befuddle shippers, and understanding these types of classifications is the next type of class breakdown we will tackle. The experts at PartnerShip can lend expertise so you can stop scratching your head. Call 800-599-2902 to speak with a representative, or find your freight class online.

PartnerShip^® is always working to expand our available carrier network in order to meet every customer's shipping needs, every time. For those customers who value premium service and an unmatched experience, we are pleased to announce the addition of the ArcBest^® network to our comprehensive group of partner carriers. With an extensive transportation solution network, ArcBest offers superior less-than-truckload (LTL) service through ABF Freight^® as well as specialized time-sensitive alternatives through Panther Premium Logistics^®. These additions help elevate available logistics options for PartnerShip customers. 

ArcBest offers a variety of stand-out services that benefit customers with specialized or unique needs. In addition to a full-service network of transportation options such as intermodal, supply chain services, international shipping, warehousing, and distribution services, ArcBest also provides premium time-critical and event shipping solutions. In addition to these options, the ArcBest company umbrella of carriers brings even more unique benefits for shippers.

• The carrier network extends nationwide, providing reliable transportation that fit both regional and long-haul markets.
• In line with providing premium shipping and handling services, ABF Freight also boasts one of the lowest LTL claims rates in the industry.
• ABF Freight prioritizes meeting customer pick-ups, making sure your shipment gets moving when it needs to so you meet your deadlines.

We know that every shipper has individual needs for their business and their shipping. By adding another carrier we are able to extend available service options for customers - helping to broaden our network and meet those needs. If you'd like to learn more about ArcBest shipping options, contact us and we'll help determine which solutions are right for you.

Density is a major factor in determining your freight class and your total shipment cost. In fact, many LTL carriers are relying more and more on freight density over actual weight to determine your rate. That's why it's important that you understand what freight density is and how to calculate it.

Freight density defined
Freight density measures how heavy a shipment is relative to the size of the shipment. The higher the density, the lower the classification and vice versa. A shipment with a high freight density weighs a lot relative to its size, such as densely packed books. A package with a low freight density weighs little relative to its size, such as a box filled with Styrofoam.

How to calculate freight density
Step 1. Measure the height, width, and depth of the shipment in inches. Measure to the farthest points, including skids or other packaging. On shipments with multiple pieces, repeat Step 1 for each piece.

Step 2. Multiply the three measurements (height x width x depth). The result is the total cubic inches of the shipment. If you have multiple pieces, multiply the height x width x depth for each piece. Take the results for each piece and add them together to get the total cubic inches

Step 3. Divide the total cubic inches by 1,728 (the number of cubic inches in a cubic foot). The result is the cubic feet of the shipment.

Step 4. Divide the weight (in pounds) of the shipment by the total cubic feet. The result is the pounds per cubic foot, i.e., density.

• For multiple pieces, add the weight of each piece together before dividing by the total cubic feet of the shipment.
• Round fractions to the nearest full cubic foot number.

Calculating freight density will also provide you with a recommended class for your shipment. The freight class chart below is an abbreviated scale you can use to help estimate the freight classification for your shipments.

Helpful tools
There are many factors that determine your freight class, aside from density, so these are estimates only. If you're looking for help to find your freight class, our team is standing by. For a quick and easy way to figure out your shipment density, check out our freight density calculator.

Not all pallet types are created equal. While it's always smart to properly palletize your freight shipments, construction style and material can vary more than you'd expect. Some structures are better suited for certain types of loads. Before you can understand the best way to organize and stack your freight on a pallet, it's helpful to know the advantages and disadvantages of each type, so that you can better secure your freight and protect yourself against potential damage and loss.

Pallet Structure Types: Stringer vs Block
A stringer pallet is a pallet structure that uses "stringers" (2x4 or 3x4 pieces of board) sandwiched between the top and bottom decks to help support the weight of the load. Sometimes, stringer pallets are notched along the bottom deckboard to allow for partial fork lift entry on all sides. Otherwise, typical construction can limit mobility via forklift.

A block pallet uses around 4-12 blocks of solid wood or plastic to support the weight of the shipment resting on the top deckboard. Because the pallet construction uses multiple pieces with open spaces at the bottom, there is better allowance for forklift entry on all four sides, allowing for easier lift and mobility.

Now that we've covered the two basic pallet structures, shippers need to understand the differences in construction components  so your valuable freight doesn't get damaged. Different industries and commodities require different specifications based on the load. There are 4 primary material groups when it comes to pallet types: wood, plastic, metal, and corrugated paper. Each has its own advantages and disadvantages regarding cost, durability, availability, and sustainability.

Wood Pallets
Wooden or plywood pallets are the most recognizable and commonly used pallet type for a wide variety of industries.

• Advantages: These pallets are the cheapest and also easiest to customize for a commodity's specific needs. They are typically reusable and can hold up in multiple transits. If they are damaged in transit, wooden pallets are very easy to repair.  They are easy to stack, and the used wooden materials are popular to re-purpose for mulch, paper, and other project construction.
• Disadvantages: Wooden pallets become fragile after carrying heavier loads and are at risk to weathering, splitting, and splintering. This pallet type can be heavy and therefore more costly to ship. Wood is difficult to clean and porous, growing both bacteria and mold, so food, beverages, and chemicals aren't ideal commodities to ship using this type of pallet.

Plastic Pallets
Notably more expensive than wood, plastic pallets are a great all-around option for those shippers willing to shell out a bit more.

• Advantages: While being the most lightweight of available pallet material options, plastic is still super durable and ideal for heavy loads. The material is easy to clean (safe for transport of food products) and are generally stress, heat, and weather resistant. Plastic pallets are easily recyclable and can be quickly ground down and turned into new pallets. Since they are often made of a single piece with no screws or other hardware, they can be safer to handle than standard wooden pallets.
• Disadvantages: Plastic pallets are pretty inflexible. If they break or crack, it isn't cost efficient to fix, and they have to be melted down and remolded entirely. Because of this, and the effort that goes into making them, they are at a distinctly higher price point than some other pallet types.

Metal Pallets
Strong and resilient, this premium option is one the the least common pallet types, but a very sturdy alternative for certain industries.

• Advantages: Metal (often aluminum) pallets are a great option used for transporting heavy goods because they are the sturdiest and most secure alternative. They are also excellent for businesses moving foodstuffs because of sanitation and safety. They do not break down or rot easily, and are not susceptible to warping or splintering like wood. They are less easily recyclable, but can still be melted down and reused.
• Disadvantages: Up-front initial costs for the purchase of metal pallets is very high. While very durable, these pallets are also extremely heavy, so keep in mind the actual transportation cost may be higher as well.

Corrugated Paper Pallets
As the newest pallet type on the block, this environmentally friendly option is becoming more popular across a variety of industries.

• Advantages: Corrugated paper pallets are lightweight but still strong enough for moderate shipments and typically less expensive than more commonly found wooden pallets. They are completely recyclable and transportation costs are typically lower due to their weight. Because they are intended to be "single use" by nature, they are more sanitary than wooden and plastic pallets.
• Disadvantages: Paper pallets cannot withstand extreme weather conditions, and they are more easily damaged by forklifts and during loading/unloading. Because they are not very reusable, while they are cheap, replacement costs can get pretty high if you are shipping frequently.

While it's pretty common knowledge that you can better protect your freight by palletizing your shipments, it may come as a surprise to many shippers that there are so many different pallet types. Advances in the construction of the basic pallet have greatly improved both durability and cost. Pallet building materials and the engineering of the structure can literally make or break your load. If you would like to learn more about how to best package and palletize your freight, download our free white paper below!

It's a tough time for shippers and carriers alike. It's no secret that the current capacity crunch is affecting freight rates and transit times, but now shippers are facing new excessive length restrictions as well. As the number of available freight shipments continues to increase at a record-setting rate, carriers simply cannot keep up. In an effort to free up for space for available loads, XPO will be implementing new restrictions on certain types of shipments. What are the changes being made, and what else can shippers expect from freight carriers as capacity continues to tighten?

XPO will be making a few specific changes that will affect the excessive length policies currently in place. The primary change that will affect customers is the following:

• As of 9/24, XPO will no longer pick up shipments of pipes or bars that are not crated, regardless of length. Leading up to the 24th, all items should continue to move without problem unless over 20ft or more, which would be determined at the service center level

To summarize, if you are shipping pipes or bars of any length, they must be crated - simply palletizing your load will earn you a missed pick-up. Some shippers like to save time by combining multiple commodity types of different classes onto one pallet and one bill of lading. If you are used to combining your multi-class shipments into one load, and it includes bars or pipes, crate them separately from the rest of your freight and create an individual BOL. XPO has created a packaging guide with notable rules of thumb to help properly package your shipments and gives further insight into excessive length articles.

The active phasing out of excessive length shipments by XPO is anticipated to have a favorable impact on current available carrier capacity. It's a safe assumption that other carriers may follow suit. Many common carriers do not have the specific equipment needed to properly move long freight safely and efficiently. Historically, excessive length freight contributes to more damage claim submissions and creates much more wasted space than a standard dimensional shipment. This means less freight can be loaded into a truck at a time, and this can lead to an increase in missed pick-ups and longer transit times for other shippers.

Some carriers have already adopted special charges for small package ground shipments that are considered oversized. FedEx and UPS both charge higher surcharges on these types of shipments in order to discourage shippers from moving them. These fees range anywhere from $80 up to $500 on top of regular service cost, depending on the carrier and package size. Right now, many freight carriers already have excessive length fees in place, and it's entirely possible that carriers that do continue to move oversized freight loads may implement increases or initiate the same sort of surcharge system in the near future.

For customers who are shipping commodities that are consistently rated excessive length, it may be time to consider looking into truckload service options. Moving full truckload is a great alternative for businesses shipping many pallets of product at a time, but it's also a secure and efficient option for those who have fragile, large, or high-value freight. With this option, you pay for the cost of the space you take on a full 53' truck. Freight class doesn't affect your rate, and you may have more flexibility with packaging. Added security and quicker transit times typically are additional benefits. Depending on the length of your haul, a dedicated truck may be costly, but a freight broker can help look into partial truckload options that may better fit your budget. Whatever freight shipping option works best for you, it's a good idea to look into all available choices as the transportation industry continues to evolve.

The capacity crunch is an ongoing challenge, and carriers are responding by changing the industry as we know it. Pricing for both freight and small package services is rising, and policies are being adjusted to make room for an increase in demand. Working with a quality freight broker can help steer you in the right direction and make sure you are shipping smarter. Contact PartnerShip at 800-599-2902 or email sales@PartnerShip.com today.

One of the most common, and most difficult, commodities being moved either LTL or full truckload is natural stone materials. These are used mostly for construction projects, both residential and commercial. The stone can be cut, crushed, blocked, or moved upright in slabs, and each come with different requirements for packaging and handling. As dense and heavy as stone is, it can be very fragile, brittle, and difficult (not to mention dangerous) to transport. Whether you are going either LTL or full truckload for your stone shipping, there's a slew of potential complications you need to be aware of in order to ship safely and securely.

1. Packing and Packaging

First and foremost, proper packing and packaging materials are very important for stone shipping. In the most ideal of scenarios, smaller freight shipments can be packed in custom crates, with built-in foam material for cushioning. The crate shouldn't be too large, and should contain minimal extra space to limit movement of the product inside. Stone material can be separated in bags within the crate for easier removal and distribution upon delivery. Customized crates can be a little pricey, but it's well worth the extra cost in security. This is especially true if you are moving through an LTL carrier. In that case, your stone will likely be loaded and unloaded several times throughout the process, both initially and through terminals during transit.

Palletizing your stone shipments is another recommended option for larger freight loads, and are often stacked with wrapping materials in between to prevent scraping. Ideally, a specialized piece of equipment should be used to transport stone shipments cut into slabs, called an A-frame. Typically, these are made of both wood and steel and include a base with A-shaped bars angling upward acting as a sturdy support for heavy slabs. They can be used for both storage and transport, and many have wheels that can be locked into place or removed. These frames can be loaded onto the truck by either forklift or crane.

2. Trailer Types

There are many truck types that are able to transport stone, and the equipment required depends on how the stone is packaged.a 53' dry van (enclosed trailer) with swing or roll-up doors will work well for most smaller shipments going LTL. Shipments are loaded at the rear, using a loading dock and forklift. If a loading dock is not available, some trailers have lift-gates, but this additional service does come with a fee and makes it more difficult to find available trucks. It's important to note that palletized shipments of stone are generally not recommended to go LTL, unless plenty of corner guards, foam or other packing materials are being wrapped with the product.

There are a few additional trailer-type options for truckload stone shipping. A flatbed is an extremely popular trailer type that is widely used for its versatility. There are no sides so the deck is open, and freight is typically loaded over the sides and the rear. A step-deck or drop-deck is a variation of a flatbed that consists of both a top and bottom deck. The lower part is designed to haul freight that may be too tall to be hauled with a standard flatbed. Additional open deck options include RGN (Removable Gooseneck Trailers), stretch RGN, or low-boys. All of these options are designed to be used for exceptionally tall or long freight loads. These open types of trailers will most likely require straps, chains, or tarps to help protect the freight from wind or weather damage and will need to be requested by the shipper so that the carrier is prepared. A conestoga is a trailer that comes with a roll-up tarp system that creates sides and a top to offer protection of the freight, which is an added benefit to fragile stone shipping. Keep in mind, due to the specialized nature of these pieces of equipment, they may be more expensive and more difficult to find.

3. Over Dimensional Concerns

It's very common for large stone orders or building materials to be over dimensional when going full truckload. Knowing what to expect when it comes to legal requirements and how your shipment may be affected are very important in planning the haul. Every state has different legal requirements for obtaining a permit in order to transport over-sized freight. There are not only restrictions on hours of operation varying by state, but also restrictions on drivers for hours of service - meaning there is less time your shipment can be on the road. As the shipper, it's crucial to plan as much as possible beforehand and to give accurate estimates for transit time. It may be smart to plan an extra day or two when communicating with your customer. Since the load will more than likely go through checkpoints in each state it travels, each stop stop can potentially hold up your load. Make sure your drivers are prepared with the necessary permits, paperwork, and commodity information (likely including product spec sheets and packing slips).

4. Insurance Coverage

Due to the fragility and potential hazards and risk for damage in shipping stone, making sure you have proper insurance coverage is crucial. Carrier liability is typically limited, especially for LTL common carriers. So, if your shipment and damaged in transit, the probability that you will receive full compensation for the value of your product is very unlikely. Usually, in LTL shipments, the payout depends on a dollar per pound amount based on the class and commodity. In order to get this payout, you will need to go through all of the necessary steps to file a claim and prove the carrier is at fault for damaging your shipment. It can be a tedious process with a very limited return. Many shippers find it much more beneficial to obtain additional freight insurance to have more complete coverage of their freight.

Truckload carriers are required by the FMCSA to meet specific primary insurance minimums. Cargo liability is the type of insurance that covers your freight while it is in transit. Typically, up to $100,000 in cargo liability is covered, but it's important to note not all types of commodities are covered. Restrictions can vary depending on insurance company, so it's always a good idea to look into purchasing additional cargo insurance to be sure your freight is covered.

5. Accessibility of Site/ Unloading Teams

Another huge challenge for shippers moving stone materials is accessibility of the pick up and delivery locations. Oftentimes, these loads are being picked up directly at the quarry, and it can be difficult for the driver of a 53' dry van or a flat bed to maneuver in these locations. Delivery can be at construction sites, or even residential lots, which poses even more difficulty for drivers. It's important to know that the driver of your delivery truck typically will not assist in the loading or unloading of your freight. And with thousands of pounds of hard-to-move, bulky product, you need to be prepared and have a well-trained and reliable team ready at your disposal - possibly even after hours. Most truckload carriers charge detention after 2 hours for loading/unloading, which means extra money in fees off your bottom line. The time can go quickly, so have any equipment and areas cleared that are needed for loading and unloading. Being better prepared on the front side can save you lots of money and time wasted later on.

Stone shipping is one of the most challenging and problematic types of freight shipping out there. It's also very common. As both commercial and residential builders are more frequently using natural stone in their designs, the demand for transporting these materials is increasing exponentially. Stone shippers have to equip themselves with as much knowledge as possible about the many issues that may arise both during and before and after transit. Being well-informed is the best way to ship as smart and as  securely as possible while minimizing the potential for costly damage. Working with a freight broker can lend you some expertise from finding reliable and vetted carriers, to knowing just what type of equipment you need to get your freight to its destination safely. Contact PartnerShip for your next stone shipment!

LTL shipping requires plenty of diligence and double checking on behalf of the shipper. All may seem in order: you've used proper packaging, paperwork is up to date, shipping addresses reviewed, accessorial requirements checked, and you are confident you are using the proper freight class. Then it happens. Your shipment is delivered safe and sound, but when the invoice arrives, your bill is nearly $100 over what you had anticipated. On further review, you learn you've been hit with a reweigh fee by the carrier. How did this happen?

Freight reweighs are becoming more and more frequent, especially as dimensional and density based pricing becomes more common. It's important to understand what constitutes a reweigh, and what puts your shipment at risk. Many shippers, particularly small businesses, do not have certified scales that are large enough to accurately measure a larger LTL (less-than-truckload) shipment. This means that many of the weights listed on the BOL (Bill of Lading) are approximations, and carriers are pretty vigilant at checking for inaccuracies with their own certified equipment. A freight reweigh occurs when a carrier inspects and weighs the shipment and when the actual weight and the weight listed on the BOL do not match. One of the primary factors used to determine freight cost is weight, and in many cases, affects freight class as well. Often, a carrier will charge not only for the difference in weight, but also a fee for the freight reweigh itself.

To avoid a freight reweigh, it is so important that shippers try to avoid "guessing" their shipment weight. If your business does have a certified commercial scale, you are a step ahead of many other shippers. Be sure to have it calibrated and checked frequently to avoid miscalculations. If you do not have a scale, it is key to obtain accurate measurements and weights for ALL of the materials being shipped. This can be even more challenging if you are shipping an assembled, finished product made up of several separate pieces and different classifications. Add up materials used on product spec sheets, catalogue listings, and product invoices to get as accurate a weight as possible. It can be beneficial to look at any inbound shipping invoices for any pieces of your finished product that were shipped to you as a supply order. In short, don't be tempted to take shortcuts. It pays to take the time to measure individually and make educated and precise estimates.

Another mistake that many shippers make that encourage freight reweighs is neglecting to include packaging/packing materials in their calculation of gross weight. An average 48x40 pallet weighs around 30-40 lbs, and if you are shipping a multi-pallet load, that extra weight adds up fast. While it's always best to avoid guessing your shipment's weight, in the case shippers aren't able to weigh their shipments on a calibrated scale, it is important to factor this figure in the total. Additional materials used to protect your shipment such as molded plastic corner reinforcements, fiberboard, wooden stabilizers, and even foam inserts can increase weight, especially if you have a larger LTL shipment.

It's key to remember that accurate weight is not the only factor that affects your shipment- it helps to determine your freight class, as well. For heavier, denser items that fall into the lower NMFC classifications, total weight of the shipment is used to calculate at price-per-pound. For less dense shipments that take up more volume, your freight class can be higher and your shipping more expensive. If you happen to overestimate the weight of your shipment, and it falls into one of these higher freight classes, you will be charged more at the higher freight class. It is crucial for shippers to know their precise weight, freight class, and your freight density in order to estimate accurate shipping charges.

Even if you feel you've got everything in order, freight shipping can always lead to some surprises. While it's never a good idea to cut corners or knowingly try to mislead a carrier in the hopes of saving a couple bucks, sometimes even thorough shippers can get hit with some unforeseen charges. Don't let freight reweighs be one of them. The freight experts at PartnerShip have your back and can help make sure you are shipping smarter. If you have questions about determining your freight class or how working with a 3PL can help lower your shipping costs, call 800-599-2902 or email sales@PartnerShip.com to learn more.