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.  

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.

Riding West with Annie Neal

Stagecoach and horse-drawn freight wagons, often hauling bullion and other high-value supplies heading west from the east, were a very early predecessor to the modern trucking industry. A notable husband-wife team, Annie Neal and her husband William often ran routes together, taking turns driving the teams of horses or acting as load security. Annie is often credited with being one of the earliest female "freight haulers" and helped pave the way for women drivers of the future.

A Shift in Responsibility

Horse-drawn modes of transportation were being retired through the beginning of the 20th century, and engine-powered trucks evolved as a reliable, efficient mode preferred by most freight carriers. As World War I broke, the first utility trucks were being used to haul medical equipment as well as injured soldiers to and from the battlefront, oftentimes being driven and loaded by women medical attendants and nurses. The onset of the first World War set the tone for a female-dominated industry while men were otherwise occupied and away fighting.

Luella Bates - Mechanic, Operator, Spokesperson

The early 1900's also saw the need for women to fill long-haul freight positions left by men who reported for duty. Luella Bates was one of about 150 women hired as test drivers for new truck prototypes by Four Wheel Drive Auto Company. These women tested safety, security, and overall mechanical soundness of these vehicles, logging many hours under various weather conditions and road types. When the men returned, Luella stayed on, acting as a demonstrator, mechanic, and driver, often touring across the United States for truck model launches and safety demos. She was often used in advertisements and as a consultant for dealerships throughout the remainder of her career, and used her public platform to generate excitement and interest among fellow female truck drivers.

Lillie Drennan - the First Licensed Truck Driver

Lillie Elizabeth McGee Drennan was another huge force in the history of women truck drivers. After starting a trucking company with her husband William Drennan in 1917, Lillie played a huge part in the training and recruiting of additional drivers. After divorcing in 1929, Lillie took control as sole owner of the trucking company, and also began driving trucks in order to expand and grow the business herself. After an initial denial to receive her own commercial driver's license (CDL), presumably due to a hearing impairment she'd had since she was a child, she successfully won a lawsuit and received the license in 1929. Following that, she continued expanding her successful truck business as a well-known regional owner-operator in East Texas. Lillie became a strong advocate for women's rights and a hero to those living with disabilities. She continued to push for equal opportunities for women in the workplace and helped successfully recruit female drivers during World War II.

Driving the War Effort

During World War II, Rusty Dow was a truck driver for the U.S. Army Engineers/Alaska Defense Command. In 1944, she became the first woman to drive a fully loaded truck the entire length of the Alaska Highway, completing the 1,560-mile trip in 11 days. During the same period, Mazie Lanham became the first woman driver for UPS in 1943 due to a workforce shortage during the war. Many other women came to follow in her footsteps, earning the nickname "Brown Betties."

Starting a Revolution

In the 1970's, Adriesue "Bitzy" Gomez was a truck driver and a champion of women in the trucking industry. During this formative period in the Women's Movement, she founded the Coalition of Women Truckers, an organization that worked to level the playing field in such a male-dominated industry. Through her efforts, and those of the other 150 members she recruited, Bitzy pushed forward a campaign to hire more female drivers and machinists, fighting for equal opportunity and safety from harassment within the workplace. 

Where are we now?

The truck shipping industry has changed a lot over time, and women are entering the field of transportation more readily than before. But, there's still a lot of catch up to do to even out female representation within this male-dominated industry. The Women in Trucking Association is an organization created with the intention to increase the number of women working in trucking transportation. The WIT has partnered with the National Transportation Institute in order to accurately report the number of women in trucking. While women represent the minority group within the industry, and women only comprise 7% of the available pool of drivers, women are working in over 24% of the management and training roles. 

Where are we headed?

Women drivers are more in demand than ever, especially with the ongoing driver shortage that continues to affect the available pool of carriers. To recruit and entice qualified truckers, male or female, carriers are optimizing current work conditions by upgrading tech, creating new dedicated rest areas, updating equipment to include more comfortable living accommodations for long hauls, and an increase in base pay. Drivers earn pay based on experience and miles, offering a more level compensation playing field than in many other industries and available career opportunities. While women continue to encounter many of the challenges presented since first breaking into the trucking industry, carriers are making it clear that they're wanted - and needed, not only as drivers, but as trainers, recruiters, brand advocates, mechanics, and business owners.

Women have been involved in the transportation industry since wheels first hit the road. As time has passed, the role of these women has evolved, and that role continues to change as needs of the industry adjust to meet the needs of consumers. Throughout the transformation, one thing is for certain - women in trucking continue to play an indispensable and revolutionary part in the future of transportation. If you're a driver, we want you to play that part with us - join our network of partner carriers!

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.

It's the time of year for good cheer, gift giving, and family get-togethers. One of the best parts about bringing everyone together for the holidays is flipping through old albums and boxes of family photos to relive memories from holidays gone by. We wanted to share some of our team's favorite throwback holiday photos with you, and wish everyone the happiest of holidays from our family to yours!

Anyone who has ever shipped to an event is probably familiar with the special level of stress and frustration involved in coordinating show shipments. Tradeshow logistics is tricky business - not only are you juggling crunched timelines leading up to  the show, but shippers also have to be aware of the many potential hidden costs involved throughout the process. Any misstep can end up costing shippers in surprise freight fees. The good news is that most of these costs are avoidable, as long as you know what to look out for. We've compiled a list of the things you need to keep an eye on to protect your special event freight spend. 

1. The cost of shipping to advance warehouse vs. show site 

   You have the choice to ship directly to the tradeshow floor or to an advance warehouse where your show materials are held leading up to the actual show start date. There are advantages and disadvantages to both, and as an informed shipper you need to weigh what makes the most sense for you. Shipping to an advance warehouse will give you more time to be flexible should anything go wrong or be delayed. Though material handling fees may be slightly higher, it doesn't cost more to ship to the advance warehouse. An added benefit is less worry about whether your shipment will arrive on time, and you get a leg up on the shipments arriving to the show site. Your shipment materials will be ready and waiting for you at your booth space when you arrive the day of set-up. 

   Shipping directly to site can be tempting to avoid these initial material handling costs, but keep in mind that hundreds of other event shipments will be arriving at the same time as yours. If you've never seen a show-site marshaling yard, think of a rush-hour traffic jam during the last weekend of holiday shopping season. It's not pretty, and hold-ups cost lots of money in detention fees. If your shipment arrives late, the team waiting to build your booth will pass on overtime charges. If you're running extra-late, springing for expedited transportation charges will cost you even more. We've said it before, and we'll say it again: plan ahead, and build in extra time. Make your decisions based on what realistically makes the most sense for your business.

2. Delivering or picking up your shipment in overtime

   The exact time your tradeshow shipment is loaded or unloaded is critical, and meeting your target time will save you significantly. In addition to open dates for both the advance warehouse and show site, there is a window of hours called straight time. These are the hours, and days, your shipment needs to arrive for the show in order not to be hit with overtime fees. This window is usually restricted to typical work hours, 8:00 am to 4:00 pm, for most shows, Monday through Friday. Anything that arrives after those hours, or on the weekends, will be considered overtime and incur extra charges. It is critical to check in your exhibitor packet exactly what hours and dates are safe for your shipment to arrive prior to the show.

   You also need to make sure your specific check-in time is noted on the material handling form, especially if your carrier arrives early. Often, a truck will arrive the night before, ahead of schedule. If there's no time noted, the driver may check in and get loaded on overtime, and this will increase your bill significantly. A great best practice to stick to is writing "load only during straight hours" in order to diminish the likelihood it will be loaded outside of that time, as well as act as documentation to help your case should your freight be loaded during overtime and you want to dispute the extra charge.

3. The price of damages and how freight insurance can help
   

   Shipment damage or loss can occur at any time. While carriers do everything they can to keep them from happening, it's just an unfortunate part of freight shipping. With your load moving in and out of several different terminals (especially if your freight is traveling a greater distance), your shipment may encounter a renegade forklift or a heavy-handed loader. That's why it is key to package appropriately and securely. Custom crates are a great idea, especially for furniture and other fragile booth materials. Imagine arriving to a show and your seating is damaged and unusable. Sure, you have the option to rent a couch but it's going to cost you thousands for rental in addition to any repairs you will have to spring for to get things in working order for the next show.

   Because carrier liability is limited, it's always a good idea to look into additional freight insurance as a secondary option. Tradeshow shipment yards, docks, storage rooms, and show floors are all very congested places. Accidents happen, and should they happen to your show materials, at least you know your freight's full value is covered. Just keep in mind that every third-party insurance provider has different terms, so read carefully and make sure you fully understand the coverage you are getting.

4. Using the wrong NMFC and the risk of re-class

   Did you know that materials being shipped to events have their very own class code? Don't worry, unless you are shipping to tradeshows regularly, most shippers don't either. Instead of calculating your shipment based on commodity type (furniture, signage, etc), any item either coming to or departing from a tradeshow should be rated Class 125. This can very well mean that the class is different than what you may be using on other shipments, and as a result, the price could be different than what you are used to seeing. It is important to get this quoted correctly, so if you are tempted to use a lower code because it's what you are used to, beware the risk of re-class. You don't want to receive surprise charges/fees when the carrier catches on and your shipment is rated higher than you wanted. The good news is that many booth material items such as chairs or desks tend to ship at a class higher than 125 anyway, so using a preset tradeshow-specific class code may save you. 

5. Material handling and drayage fees

   Material handling and drayage are common fees incurred by event shippers, and often the least anticipated. This type of handling refers specifically to transportation services from your carrier's delivery vehicle, at the dock, to your booth space. These services include unloading at the dock, moving your materials, as well as storing your empty containers for the duration of the show. Once the show is over, gathering the empty containers from storage as well as transferring the freight back to the loading dock will also incur fees. A top recommendation for tradeshow shippers is to crate your loads, rather than sending loose boxes. Some show decorators charge drayage based on how the shipment is packaged. Crating is the least expensive option and also adds protection against damage and loss by keeping your materials together. 

   Completing a material handling form is crucial to setting up your outbound shipment accurately. Shippers know to have an accurate BOL prepared, but a material handling form is what the decorator looks at. The carrier name for pick-up must be noted, otherwise you will fall victim to "forced freight." This means the shipment will be sent with the decorator's carrier of choice, and that can be pricey. If it's a carrier your 3PL works with (for PartnerShip, UPSFreight or YRC Freight) an LOA can be submitted so you will be billed at your discounted pricing. If not, then you will need to pay the bill direct to the carrier. 

   The tough part about drayage fees is that these services will be performed by a specific decorator that is under contract with the show. That leaves no room for shippers to negotiate with other options the way you might with transportation to and from the event location. However, there are ways that event shippers can try to keep these costs down as low as possible, particularly regarding packaging. The biggest factors determining drayage fees are weight and piece count. Each piece may be assessed a minimum charge, so make good use of palletizing or crating those loads! They are easier to transport to and from the showroom. Go lightweight for additional savings. Heavy building materials for your booth items will quickly increase your drayage bill, so stick to lighter more transportable building options for your booth tables and seating.  

6. Shipping there and back for separate shows
   

   It pays to put the time in to accurately plan how much product, booth materials, marketing collateral, giveaways, and anything else you may need. Successful event shippers create a strategy for what needs to be done before, after, and during the show. Check into any information regarding the tradeshow traffic from past years. Talk to the event coordinators and point people to gauge what you think you will need. Anticipate and plan for a little extra, but don't over do it. If you are going to be shipping to another show, look into whether it is more cost efficient to move directly to the next event rather than scheduling a return shipment back home. Very often, the storage fees at the next show location's warehouse may be cheaper than it would be to ship home then ship back out. You will have added peace of mind, again, that your shipment will arrive with enough time before the show so that you can concentrate on and prepare for the next show rather than worrying whether it will arrive on time.

Managing tradeshow logistics can wear on the patience of even the most seasoned of shippers. Meeting deadlines and managing the details can be tough, and it can be tempting to step away and just hope everything goes smoothly. But, it pays to be diligent and well-informed, because that's the best way you can protect your bottom line from hidden tradeshow costs. If you're still feeling a little overwhelmed this tradeshow season, don't worry - the experts at PartnerShip can help. Call 800-599-2902 to speak with a tradeshow shipping specialist, or download our free white paper for more information about tradeshow shipping.

At PartnerShip, we've pretty much seen it all. Our freight specialists have helped shippers transport everything from specialty candy to baseball jerseys, DJ equipment to used tractor engines. Every once in a while, we have the opportunity to work on a load that is unlike anything we've shipped before. September brought us something extra special - a section of steel thought to be one of the few remaining pieces left of the World Trade Center.

The steel beam belongs to the remarkable group of men behind American Freedom Distillery in St Petersburg, FL. They are a veteran Special Operations Unit and were the first force to engage in Afghanistan during the aftermath of 9/11. The beam was gifted to the team and they thought it best not to be held in a private collection, but rather displayed for the benefit of the public as the nation continues to heal. The steel piece is being utilized in a brand new memorial titled "Rise St Pete" honoring those affected by the events of 9/11. Located in the Warehouse Arts District near the planned American Freedom Distillery location, the groundbreaking ceremony took place this past weekend, keeping a special connection to Veterans Day. The monument will spotlight the steel beam as its main point of focus. It will also feature an interactive fountain and copper recovered during the recent Statue of Liberty renovation.

The retired Green Berets have set up shop in St. Pete, which serves as a close-knit hub for many of the military community including retired vets and their families. After years spent serving together in the military, they've settled down with families and are tackling civilian life. However, they often talked about a lingering need - a common goal or objective that would keep them united even after their time in the military. That dream was prompted during a group trip to Yosemite where they visited a small craft brewery. While there, the men fell hard for the science, art, and discipline of creating small-batch craft spirits. The life-long friends had found a way to stay connected through a shared purpose, a method to ease into life as civilians, and a push to live the American dream that they had so vigilantly defended.

After several years learning techniques from experts in whiskey hot spots such as Kentucky, Tennessee, Ireland, and Scotland, American Freedom Distillery has mastered their signature spirit - Horse Soldier Wheated Bourbon Whiskey. The liquor is named after the elite group of horseback-mounted special ops teams leading the charge in Northern Afghanistan after the 9/11 tragedy. The bottle label features an image of the America's Response Monument, a memorial dedicated to the Special Forces heroes, and a special run of the whiskey will feature bottles formed in molds made of steel salvaged from the Twin Towers. The distillery and adjoining restaurant, America Neat Grill and Whiskey House, is anticipated to open early in the new year.

At PartnerShip, we are dedicated to moving each and every shipment safely and securely. But, sometimes there are very special cases that really stand out above the rest. It's not every day that you ship a piece of history. Want to stay connected so you can keep on top of what we are working on at PartnerShip? Follow us on Facebook!