In the trucking world it’s called “blocking and tackling,” or executing the basics of the business as well as possible at all times and in all conditions. While this sounds easy in theory, it’s extremely difficult in real-world conditions.
在卡車(chē)運(yùn)輸領(lǐng)域，它被稱為“阻塞和處理” ，或者在任何時(shí)候、任何情況下盡可能好地執(zhí)行業(yè)務(wù)的基本操作。 雖然這在理論上聽(tīng)起來(lái)很容易，但在現(xiàn)實(shí)生活中卻極其困難。
Truckers consistently face peaks and valleys in demand, equipment, driver availability, rules and regulations and thousands of other small details—the reason that hundreds of trucking companies have ceased operations since economic deregulation in 1980.
卡車(chē)司機(jī)在需求、設(shè)備、司機(jī)可用性、規(guī)章制度以及成千上萬(wàn)的其他細(xì)節(jié)方面一直面臨著高峰和低谷，這就是自1980年經(jīng)濟(jì)放松管制以來(lái)，數(shù)百家卡車(chē)運(yùn)輸公司停止運(yùn)營(yíng)的原因。
Logistics Management’s (LM) annual listing of the Top 25 less-than-truckload (LTL) and Top 25 truckload (TL) carriers are the exceptions. In fact, our Top 50 is an annual compilation of the carriers with the top management, best vision, continued operational excellence and, perhaps most importantly, the best blocking and tackling on the front lines of execution.
物流管理公司(LM)每年列出的前25家零擔(dān)運(yùn)輸商(LTL)和前25家整車(chē)(TL)的承運(yùn)商是例外。 事實(shí)上，我們的50強(qiáng)是一年一度的運(yùn)營(yíng)商匯編，它們擁有最高管理層，最好的視野，持續(xù)的 Operational excellence，也許最重要的是，最好的攔截和處理在執(zhí)行的第一線。
“I pay attention to the big guys, and if somebody comes out with a better mousetrap that we don’t have, we copy it,” says Jim Gattoni, Landstar’s president and CEO. Landstar’s truckload revenue for 2019 hit $2.057 billion, which would rank 5th among the top TL carriers. “But mostly everybody is building on the same tools, whether it’s management, strategy or operations. So, I don’t see them doing anything that we’re not doing or
planning on doing.”
Landstar 總裁兼首席執(zhí)行官吉姆?加托尼(Jim gattoli)表示: “我關(guān)注大公司，如果有人提出了我們沒(méi)有的更好的捕鼠器，我們就會(huì)照搬。”。 2019年，Landstar 的卡車(chē)載貨收入達(dá)到20.57億美元，在 TL 運(yùn)營(yíng)商中排名第五。 “但大多數(shù)情況下，每個(gè)人都在使用同樣的工具，無(wú)論是管理、戰(zhàn)略還是運(yùn)營(yíng)。 因此，我認(rèn)為他們不會(huì)做任何我們沒(méi)有做或計(jì)劃做的事情?！?
2019 TOP 25 LESS-THAN-TRUCKLOAD CARRIERS: 2018 REVENUES(Including fuel surcharges)2019年25家零擔(dān)運(yùn)輸公司: 2018年收入(包括燃油附加費(fèi))
| Rank 排名 |
Carrier name 承運(yùn)人名稱 |
2018 Revenue($ million) 2018年收入(百萬(wàn)美元) |
2019 Revenue($ million) 2019年收入(百萬(wàn)美元) |
YoY % Change18-19 更改18-19 |
| 1 |
FedEx Freight 北京聯(lián)邦快遞貨運(yùn)代理有限公司 |
$7,352 7352美元 |
$7,454 7454美元 |
1.4% |
| 2 |
Old Dominion Freight Line 歐道明貨運(yùn)公司 |
$3,983 3983美元 |
$4,055 4055美元 |
1.8% |
| 3 |
XPO Logistics 深圳市新寶物流有限公司 |
$3,830 3830美元 |
$3,841 3841美元 |
0.3% |
| 4 |
YRC Freight 深圳市英瑞克國(guó)際貨運(yùn)代理有限公司 |
$3,153 3153美元 |
$3,049 3049美元 |
-3.3% - 3.3% |
| 5 |
Estes Express Lines 埃斯蒂斯快線 |
$2,761 2761美元 |
$2,818 2818美元 |
2.1% |
| 6 |
UPS Freight Ups 貨運(yùn)公司 |
$2,706 2706美元 |
$2,679 2679美元 |
-1.0% - 1.0% |
| 7 |
ABF Freight System Abf 貨運(yùn)系統(tǒng) |
$2,124 2124美元 |
$2,094 2094美元 |
-1.4% - 1.4% |
| 8 |
Saia Motor Freight Line 賽亞汽車(chē)貨運(yùn)公司 |
$1,654 1654美元 |
$1,787 1787美元 |
8.0% |
| 9 |
R+L Carriers R + l 航空公司 |
$1,692 1692美元 |
$1,718 1718美元 |
1.5% |
| 10 |
Southeastern Freight Lines 東南貨運(yùn)公司 |
$1,237 1237美元 |
$1,242 1242美元 |
0.4% |
| 11 |
Holland 荷蘭 |
$1,178 1178美元 |
$1,084 1084美元 |
-7.9% - 7.9% |
| 12 |
Averitt Express 阿維里特快車(chē) |
$891 891美元 |
$873 873美元 |
-2.0% - 2.0% |
| 13 |
Central Transport International 國(guó)際中央運(yùn)輸公司 |
$825 825美元 |
$856 856美元 |
3.9% |
| 14 |
Forward Air 前進(jìn)空氣 |
$748 748美元 |
$808 808美元 |
8.0% |
| 15 |
Dayton Freight Lines 代頓貨運(yùn)公司 |
$659 659美元 |
$679 679美元 |
3.0% |
| 16 |
Pitt Ohio Transportation Group 匹特俄亥俄運(yùn)輸集團(tuán) |
$633 633美元 |
$670 670美元 |
5.9% |
| 17 |
AAA Cooper Transportation 美國(guó)汽車(chē)協(xié)會(huì)庫(kù)珀運(yùn)輸公司 |
$606 606美元 |
$612 612美元 |
0.9% |
| 18 |
Roadrunner Transportation |
$452 452美元 |
$433 433美元 |
-4.3% - 4.3% |
| 19 |
Reddaway |
$424 424美元 |
$421 421美元 |
-0.8% - 0.8% |
| 20 |
A. Duie Pyle 答: 杜伊 · 派爾 |
$351 351美元 |
$386 386美元 |
9.9% |
| 21 |
New Penn Motor Express 新賓州汽車(chē)特快 |
$293 293美元 |
$278 278美元 |
-5.3% - 5.3% |
| 22 |
Daylight Transport 日光運(yùn)輸 |
$264 264美元 |
$262 262美元 |
-0.8% - 0.8% |
| 23 |
Central Freight Lines 中央貨運(yùn)公司 |
$248 248美元 |
$232 232美元 |
-6.5% - 6.5% |
| 24 |
Oak Harbor Freight Lines 橡樹(shù)港貨運(yùn)公司 |
$226 226美元 |
$230 230美元 |
1.6% |
| 25 |
Ward Trucking Corporation 沃德卡車(chē)運(yùn)輸公司 |
$189 189美元 |
$190 190美元 |
0.3% |
| Total Top 25 LTL Carriers 25家最大的 LTL 運(yùn)營(yíng)商 |
$38,478 38,478美元 |
$38,750 38,750美元 |
.7% 0.7% |
| All Other Carriers 所有其他承運(yùn)人 |
$4,158 4158美元 |
$3,806 3806美元 |
-8.5% - 8.5% |
| Total LTL Market 按揭證券公司市場(chǎng)總數(shù) |
$42,636 42636美元 |
$42,556 42556美元 |
-.2% - 0.2% |
2019 TOP 25 TRUCKLOAD CARRIERS: 2018 REVENUES(Including fuel surcharges)
2019年全球最大25家整車(chē)運(yùn)輸公司: 2018年收入(包括燃油附加費(fèi))
| Rank 排名 |
Carrier name 承運(yùn)人名稱 |
2018 Revenue($ million) 2018年收入(百萬(wàn)美元) |
2019 Revenue($ million) 2019年收入(百萬(wàn)美元) |
YoY %Change 變化 |
| 1 |
Knight-Swift Transportation 奈斯威夫特運(yùn)輸公司 |
$4,290 4290美元 |
$3,953 3953美元 |
-7.9% - 7.9% |
| 2 |
J.B. Hunt Transport Services J.b. 亨特運(yùn)輸服務(wù)公司 |
$2,581 2581美元 |
$3,084 3,084美元 |
19.5% |
| 3 |
Schneider National |
$2,675 2675美元 |
$2,397 2397美元 |
-10.4% - 10.4% |
| 4 |
Prime 質(zhì)數(shù) |
$1,937 1937美元 |
$2,107 2107美元 |
8.8% |
| 5 |
Landstar System |
$2,243 2243美元 |
$2,057 2057美元 |
-8.3% - 8.3% |
| 6 |
Werner Enterprises 沃納企業(yè)(上海)有限公司 |
$1,853 1853美元 |
$1,887 1887美元 |
1.8% |
| 7 |
U.S. Xpress Enterprises 美國(guó) Xpress 公司 |
$1,562 1562美元 |
$1,521 1521美元 |
-2.6% - 2.6% |
| 8 |
CRST International 深圳市創(chuàng)世通國(guó)際貨運(yùn)代理有限公司 |
$1,583 1583美元 |
$1,469 1469美元 |
-7.2% - 7.2% |
| 9 |
Daseke 男名男子名 |
$1,345 1345美元 |
$1,421 1421美元 |
5.6% |
| 10 |
Ryder Systems |
$1,094 1094美元 |
$1,163 1163美元 |
6.3% |
| 11 |
Crete Carrier Corp. 克里特航母股份有限公司 |
$1,151 1151美元 |
$1,151 1151美元 |
0.1% |
| 12 |
Penske Logistics 深圳市鵬世奇物流有限公司 |
$919 919美元 |
$1,110 1110美元 |
20.8% |
| 13 |
CR England 英格蘭 |
$1,003 1003美元 |
$995 995美元 |
-0.8% - 0.8% |
| 14 |
Ruan Transportation Management Services 阮州運(yùn)輸管理服務(wù)有限公司 |
$813 813美元 |
$885 885美元 |
8.9% |
| 15 |
TFI International |
$811 811美元 |
$759 759美元 |
-6.4% - 6.4% |
| 16 |
PS Logistics 私人物流 |
$654 654美元 |
$744 744美元 |
13.8% |
| 17 |
Western Express 西部快車(chē) |
$695 695美元 |
$684 684美元 |
-1.7% - 1.7% |
| 18 |
Covenant Transportation Group 圣約運(yùn)輸集團(tuán) |
$706 706美元 |
$677 677美元 |
-4.1% - 4.1% |
| 19 |
Stevens Transport 斯蒂文斯運(yùn)輸公司 |
$667 667美元 |
$646 646美元 |
-3.1% - 3.1% |
| 20 |
Marten Transport |
$599 599美元 |
$644 644美元 |
7.5% |
| 21 |
Anderson Trucking Service 安德森貨運(yùn)服務(wù)公司 |
$674 674美元 |
$636 636美元 |
-5.6% - 5.6% |
| 22 |
Cardinal Logistics 紅衣主教后勤 |
$645 645美元 |
$622 622美元 |
-3.6% - 3.6% |
| 23 |
NFI Industries |
$572 572美元 |
$604 604美元 |
5.6% |
| 24 |
Heartland Express 中心地帶特快 |
$611 611美元 |
$597 597美元 |
-2.3% - 2.3% |
| 25 |
Mercer Transportation 美世運(yùn)輸公司 |
$607 607美元 |
$541 541美元 |
-10.9% - 10.9% |
| Top 25 Truckload Carriers 25大卡車(chē)運(yùn)輸公司 |
$32,289 32289美元 |
$32,362 32362美元 |
.2% 0.2% |
Analysts agree. They say that while trucking appears to be a simple business—pick it up, deliver, don’t break it, get paid—it’s amazing how few carriers actually perform those basics consistently well over time to earn ranking in the LM Top 50.
分析人士對(duì)此表示贊同。 他們表示，雖然整車(chē)似乎是一項(xiàng)簡(jiǎn)單的業(yè)務(wù)——提貨、送貨、不拆分、獲得報(bào)酬——但令人驚訝的是，幾乎沒(méi)有哪家運(yùn)營(yíng)商能長(zhǎng)期穩(wěn)定地完成這些基本業(yè)務(wù)，并在 LM Top 50中獲得排名。
“While it’s not rocket science, there are essential basics that some carriers often lose sight of,” says Satish Jindel, principal of trucking analyst firm SJ Consulting. Indeed, mastering those basics is essential because of trucking’s high fixed costs. Equipment and labor account for about 70% of a typical trucking company’s costs—and that’s even a higher percentage for LTL carriers because of their hub-and-spoke terminal networks.
“雖然這不是制造火箭的復(fù)雜科學(xué)，但有些運(yùn)輸公司常常忽視了一些基本的要素，”貨運(yùn)分析公司 SJ Consulting 的負(fù)責(zé)人薩蒂什 · 金德?tīng)?Satish Jindel)說(shuō)。 事實(shí)上，掌握這些基本知識(shí)是必不可少的，因?yàn)榭ㄜ?chē)運(yùn)輸?shù)墓潭ǔ杀竞芨摺?一家典型的卡車(chē)運(yùn)輸公司的成本中，設(shè)備和勞動(dòng)力約占70% 。由于其中樞輻射式終端網(wǎng)絡(luò)，這一比例甚至高于 LTL 運(yùn)輸公司。
“With such a high level of fixed costs, you must have a very well-oiled operational machine,” explains Jindel. “Old Dominion, Saia, XPO, for example, all get full productivity from their people. That’s the No. 1 element.”
“由于固定成本如此之高，你必須擁有一臺(tái)運(yùn)轉(zhuǎn)良好的操作機(jī)器，”金德?tīng)柦忉尩馈?“例如，Old Dominion、Saia、 XPO，都能從他們的員工那里獲得充分的生產(chǎn)力。 這是第一要素?！?
The other key is correctly pricing for freight services—including accessorials such as inside deliveries to retail stores, specialized equipment and weekend or night services. The best carriers manage their freight volumes to their equipment and personnel and get paid for doing it.
另一個(gè)關(guān)鍵是貨運(yùn)服務(wù)的正確定價(jià)ーー包括零售店內(nèi)送貨、專用設(shè)備和周末或夜間服務(wù)等附屬服務(wù)。 最好的承運(yùn)人管理他們的設(shè)備和人員的貨運(yùn)量，并因此獲得報(bào)酬。
That explains why a carrier such as Old Dominion Freight Line can routinely post operating ratios in the low 80s—and once in awhile even in the 70s—while enjoying double-digit revenue growth rates at the same time.
這就解釋了為什么像Old Dominion Freight Line這樣的運(yùn)輸公司，通常會(huì)將運(yùn)營(yíng)比率維持在80% 以下，甚至偶爾也會(huì)維持在70% 以上，同時(shí)還能享受兩位數(shù)的收入增長(zhǎng)率。
So what else makes the Top 50 stand out from the rest? Sometimes it’s merely performing the basics better than their competition. Other times, it’s precisely managing capacity to take advantage of the best lanes of freight in the marketplace. Or it can be that precisely blending operational excellence with a stable and visionary executive team. Let’s look at what’s keeping the top carriers on top.
那么，還有什么能讓前50名脫穎而出呢？ 有時(shí)候，它僅僅是比他們的競(jìng)爭(zhēng)對(duì)手表現(xiàn)得更好一些。 其他時(shí)候，則是精確地管理運(yùn)力，以利用市場(chǎng)上最好的貨運(yùn)通道。 或者可以是一個(gè)穩(wěn)定而富有遠(yuǎn)見(jiàn)的管理團(tuán)隊(duì)精確地融合了 Operational excellence。 讓我們來(lái)看看是什么讓頂級(jí)運(yùn)營(yíng)商保持領(lǐng)先地位。
How to stay on top?如何保持領(lǐng)先地位？
According to Darren Hawkins, president and CEO of YRC Worldwide, parent of the 4th- and 7th-largest LTL carriers, says that the best carriers are the ones who “obsess” over customer service in delivering on-time nearly all the time.
Yrc Worldwide 總裁兼首席執(zhí)行官達(dá)倫?霍金斯(Darren Hawkins)表示，最好的運(yùn)營(yíng)商是那些幾乎一直“癡迷”按時(shí)交付客戶服務(wù)的運(yùn)營(yíng)商。 YRC Worldwide 是第四大和第七大 LTL 運(yùn)營(yíng)商的母公司。
Other top carrier executives say that rather than fighting headwinds in the industry, it’s better to go with the flow and simply deliver based on the ever-shifting customer needs. “Rather than push back against changes occurring in the modern supply chain, we choose to evolve,” says Phil Pierce, Averitt’s executive vice president of sales and marketing. Averitt ranks 12th in this year’s LTL rankings by revenue.
其他運(yùn)營(yíng)商高管表示，與其與行業(yè)中的逆風(fēng)作斗爭(zhēng)，不如順應(yīng)潮流，根據(jù)不斷變化的客戶需求進(jìn)行交付。 阿韋里特公司負(fù)責(zé)銷(xiāo)售和市場(chǎng)的執(zhí)行副總裁菲爾 · 皮爾斯說(shuō): “我們選擇進(jìn)化，而不是阻止現(xiàn)代
供應(yīng)鏈中發(fā)生的變化?！薄?在今年的 LTL 收入排行榜上，阿韋里特排名第12位。
As examples, Pierce points to two of Averitt’s newest service offerings—Averitt Distribution and Fulfillment (ADF) and Averitt Final-Mile to residential customers seeking a last-mile freight solution. “Consider the growth of online sales and the increasing demand for quicker deliveries that have moved into business-to-business markets,” he says.
作為例子，Pierce 指出了 Averitt 公司的兩個(gè)最新服務(wù)產(chǎn)品—— Averitt Distribution and Fulfillment (ADF)和 Averitt Final-Mile，它們面向?qū)で笞詈笠挥⒗镓涍\(yùn)解決方案的住宅客戶。 他說(shuō): “考慮到在線銷(xiāo)售的增長(zhǎng)，以及已經(jīng)進(jìn)入 B2B 市場(chǎng)的快遞需求的增長(zhǎng)。”。
According to Pierce, the ADF infrastructure consists of numerous shared-space distribution centers, a network that has grown to more than 1.2 million square-feet of freight staging and inventory management space. Averitt positioned the service in key markets, such as Nashville, Atlanta and Austin where those facilities enabled it to increase the speed-to-market of customers’ products.
據(jù) Pierce 說(shuō)，ADF 基礎(chǔ)設(shè)施包括許多共享空間的配送中心，這個(gè)網(wǎng)絡(luò)已經(jīng)擴(kuò)大到120多萬(wàn)平方英尺的貨運(yùn)中轉(zhuǎn)和庫(kù)存管理空間。 阿維里特將該服務(wù)定位于主要市場(chǎng)，如納什維爾、亞特蘭大和奧斯汀，這些設(shè)施使其能夠提高客戶產(chǎn)品的上市速度。
“Additionally, we can integrate a wide variety of our services, including LTL, intermodal and drayage to provide our shippers a complete supply chain solution,” adds Pierce.
“此外，我們可以整合各種各樣的服務(wù)，包括 LTL、多式聯(lián)運(yùn)和運(yùn)輸，為我們的托運(yùn)人提供一個(gè)完整的供應(yīng)鏈解決方案，” Pierce 補(bǔ)充說(shuō)。
But it’s still equipment utilization that drives profits. The best carriers live by the mantra of how to best utilize their two most expensive assets—drivers and equipment. YRC’s Hawkins calls it the “biggest opportunity we have” to drive better productivity and profits.
但是，仍然是設(shè)備利用率帶動(dòng)了利潤(rùn)。 最好的運(yùn)營(yíng)商生活在如何最好地利用他們兩個(gè)最昂貴的資產(chǎn)---- 驅(qū)動(dòng)器和設(shè)備的咒語(yǔ)。 Yrc 的霍金斯稱之為“我們擁有的最大機(jī)會(huì)” ，以推動(dòng)更好的生產(chǎn)力和利潤(rùn)。
“Drivers and equipment are very expensive and we have to keep our most expensive assets freed up and productive,” Hawkins said. “That requires good, clear lines of communication. We prioritize freeing up our equipment and drivers. We need to keep both moving to cover their costs.”
“司機(jī)和設(shè)備非常昂貴，我們必須釋放我們最昂貴的資產(chǎn)和生產(chǎn)力，”霍金斯說(shuō)。 “這需要良好、清晰的溝通渠道。 我們優(yōu)先解放我們的設(shè)備和司機(jī)。 我們需要讓這兩家公司繼續(xù)遷移，以支付它們的成本。”
The carrier with the drivers wins有司機(jī)的承運(yùn)人獲勝
In an era of historically low unemployment, the decades-old driver shortage has only worsened as qualified drivers have become scarcer and more expensive than ever. The American Trucking Associations (ATA) estimates the industry is short some 60,000 drivers right now—and that total could top 100,000 in the next few years.
在一個(gè)失業(yè)率處于歷史低位的時(shí)代，由于合格的司機(jī)比以往任何時(shí)候都更加稀缺和昂貴，長(zhǎng)達(dá)數(shù)十年的司機(jī)短缺問(wèn)題只會(huì)進(jìn)一步惡化。 據(jù)美國(guó)卡車(chē)運(yùn)輸協(xié)會(huì)(ATA)估計(jì)，目前該行業(yè)缺少約6萬(wàn)名司機(jī)，未來(lái)幾年總?cè)藬?shù)可能超過(guò)10萬(wàn)。
For decades, the biggest churn was in the truckload sector where driver turnover can exceed 100% at even some large companies. The unionized sector—which mainly consists of UPS freight and parcel, YRC long-haul and regional and ABF Freight—was largely immune from the shortage.
幾十年來(lái)，最大的波動(dòng)發(fā)生在卡車(chē)裝載行業(yè)，即使在一些大公司，司機(jī)流動(dòng)率也可能超過(guò)100% 。 工會(huì)部門(mén)——主要包括 UPS 快遞、 YRC 長(zhǎng)途、區(qū)域和 ABF 貨運(yùn)——基本上沒(méi)有受到短缺的影響。
However, now even unionized companies—even though their turnover rates are in the single digits—are being hit by driver shortages as the work force ages and retire. Industry leaders say demographics are working against the industry, even in the unionized sector. “The available pool is not as deep as it once was,” says YRC’s Hawkins. “We offer a good pay package and the LTL lifestyle is good and that keeps our turnover rates in the single digits.”
然而，現(xiàn)在即使是加入工會(huì)的公司——盡管它們的人員流動(dòng)率只有個(gè)位數(shù)——也受到了駕駛員短缺的影響，因?yàn)閯趧?dòng)力老齡化和退休。 行業(yè)領(lǐng)袖表示，人口統(tǒng)計(jì)數(shù)據(jù)對(duì)這個(gè)行業(yè)不利，即使在工會(huì)化的行業(yè)也是如此。 Yrc 的霍金斯表示: “可用的游泳池不像以前那么深了?！薄?“我們提供良好的
薪酬待遇，LTL 的生活方式也很好，這使我們的離職率保持在個(gè)位數(shù)?！?
But even YRC and other companies have had to expand their recruiting base. YRC actively recruits military veterans who now comprise 14% of its work force while women drivers account for another 6%.
但是即使是 YRC 和其他公司也不得不擴(kuò)大他們的
招聘基地。 Yrc 積極招募退伍軍人，他們現(xiàn)在占其勞動(dòng)力的14% ，而女司機(jī)占另外6% 。
New Jersey-based NFI says that it has grown its female driver population by more than 36% in one year by offering higher pay and benefits. NFI adds that it is “committed to diversity by building an industry-leading training program that gives female drivers the opportunity to train and mentor women who have just graduated from truck driving school.”
總部位于新澤西州的 NFI 表示，通過(guò)提供更高的工資和福利，該公司的女性司機(jī)人數(shù)在一年內(nèi)增加了36% 以上。 Nfi 補(bǔ)充說(shuō)，它“致力于多樣化，建立一個(gè)行業(yè)領(lǐng)先的培訓(xùn)方案，讓女司機(jī)有機(jī)會(huì)培訓(xùn)和指導(dǎo)剛從卡車(chē)駕駛學(xué)校畢業(yè)的女性”
New truck, trailer sales down—bad news for shippers新卡車(chē)、拖車(chē)銷(xiāo)量下滑ーー對(duì)托運(yùn)人來(lái)說(shuō)是個(gè)壞消息
Class 8 sales figures are always a double-edged economic sword. More trucks mean more capacity—and usually lower freight rates.
8級(jí)銷(xiāo)售數(shù)據(jù)一直是一把雙刃劍。更多的卡車(chē)意味著更多的運(yùn)力ーー通常更低的運(yùn)費(fèi)。
Even though carriers sharply reduced their buying of new trucks from near record rates—Class 8 truck sales totaled 180,951 last year compared to 490,100 in the record year of 2018—they say they’re for replacement, and not fleet expansion.
盡管運(yùn)營(yíng)商大幅削減了新卡車(chē)的購(gòu)買(mǎi)量，低于接近歷史記錄的水平(8級(jí)卡車(chē)去年的銷(xiāo)量為18.0951萬(wàn)輛，高于2018年創(chuàng)紀(jì)錄的49.01萬(wàn)輛) ，但他們表示，這些新卡車(chē)是用來(lái)替換的，而不是用來(lái)擴(kuò)充車(chē)隊(duì)。
“But guess what? Those old trucks traded in are being bought by other trucking companies and owner-operators and they’re still in use,” says trucking analyst Satish Jindel.
“但是你猜怎么著？ 卡車(chē)運(yùn)輸分析師薩蒂什?金德?tīng)?Satish Jindel)表示: “這些被賣(mài)掉的舊卡車(chē)正被其它卡車(chē)運(yùn)輸公司和所有者運(yùn)營(yíng)商收購(gòu)，而且它們?nèi)栽谑褂??！薄?
There are signs that new Class 8 truck and trailer sales are moderating. January Class 8 sales fell 22.5% year over year to 15,645, and the coincided with a 43% year-over-year drop in trailer orders to 15,000, down from 26,169 in January 2019, according to figures compiled by the research firm ACT.
有跡象表明，新的8類卡車(chē)和拖車(chē)銷(xiāo)售正在放緩。 根據(jù)研究公司 ACT 匯編的數(shù)據(jù)，1月份第八類汽車(chē)銷(xiāo)量同比下降22.5% ，至15645輛，與此同時(shí)，拖車(chē)訂單同比下降43% ，從2019年1月的26169輛下降至15000輛。
One lure of the newest Class 8 models for the top carriers is the wide range of newer safety technologies, such as collision-avoidance systems and forward-facing event recorders to help protect drivers and the general public.
對(duì)于頂級(jí)航空公司來(lái)說(shuō)，最新的8級(jí)機(jī)型的一個(gè)吸引力在于更多更新的安全技術(shù)，例如避免碰撞系統(tǒng)和前置事件記錄器，以幫助保護(hù)駕駛員和一般公眾。
“Our team is continuously researching and testing new technologies that will help us operate more efficiently and safely even when there is no regulatory pressure to do so,” says Phil Pierce, executive vice president of sales and marketing at Averitt Express. “People are our number one asset.”
“我們的團(tuán)隊(duì)不斷研究和測(cè)試新技術(shù)，這將幫助我們更有效和安全地運(yùn)作，即使沒(méi)有監(jiān)管壓力這樣做，”菲爾皮爾斯，銷(xiāo)售和營(yíng)銷(xiāo)執(zhí)行副總裁阿韋里特快遞。 “人才是我們的頭號(hào)資產(chǎn)。”
Newer equipment helps in driver recruitment and retention. So, even though there’s a dip in Class 8 sales for now, shippers should look for an uptick in overall new truck sales to help in their hunt for capacity as the shipping season tightens.
更新的設(shè)備有助于司機(jī)招聘和保留。 因此，盡管目前第八類貨物的銷(xiāo)售量有所下降，但托運(yùn)人應(yīng)該尋求新卡車(chē)總體銷(xiāo)售量的上升，以幫助他們?cè)诤竭\(yùn)緊張的季節(jié)尋找運(yùn)力。
—John D. Schulz,
ー約翰 · 舒爾茨,
Averitt’s Pierce said the carrier is committed to getting drivers home “every week” both in its LTL and truckload divisions. Indeed, maintaining a fresh fleet with measures such as this has been a major factor that has allowed the top carriers to overcome the challenges of fuel, regulations and retaining drivers.
阿韋里特公司的皮爾斯表示，該公司承諾在 LTL 和卡車(chē)裝載部門(mén)“每周”接送司機(jī)回家。 實(shí)際上，通過(guò)這樣的措施來(lái)維持一支新的車(chē)隊(duì)，已經(jīng)成為一個(gè)主要因素，使得頂級(jí)航空公司能夠克服燃料、法規(guī)和留住司機(jī)等方面的挑戰(zhàn)。
The technology and ergonomic designs found in modern tractors and trailers provide improved fuel efficiency, increased safety performance and comfort for drivers. That has allowed some large carriers to keep the average age of their fleet to less than three years old.
現(xiàn)代拖拉機(jī)和掛車(chē)的技術(shù)和人體工程學(xué)設(shè)計(jì)提供了更高的燃油效率，提高了駕駛員的安全性能和舒適性。 這使得一些大型航空公司將其機(jī)隊(duì)的平均年齡保持在三年以下。
And like many carriers, Averitt is continuously seeking ways to improve the driver experience. It recently implemented a per diem program in addition to its layover, detention and minimum mile pay systems. According to Pierce, the carrier has also focused on enhancing many of their service centers to include “driver support centers.” Among other amenities, these facilities feature lounge areas, Internet access, showers, laundry machines and gym equipment.
和許多航空公司一樣，艾維瑞特也在不斷尋找改善駕駛體驗(yàn)的方法。 除了中途停留、拘留和最低英里工資制度之外，它最近還實(shí)施了每日津貼計(jì)劃。 據(jù)皮爾斯說(shuō)，該公司還專注于加強(qiáng)許多服務(wù)中心，使其包括“司機(jī)支持中心” 除了其他設(shè)施，這些設(shè)施還有休息區(qū)、上網(wǎng)、淋浴、洗衣機(jī)和健身設(shè)備。
“Our goal is to provide as much comfort to our drivers as we possibly can,” Pierce said.
皮爾斯說(shuō): “我們的目標(biāo)是盡可能地為我們的司機(jī)提供更多的安慰。”。
Capacity and rates?容量和費(fèi)率？
Until the coronavirus scare hit in the first quarter, Top 50 carrier executives were rather optimistic about the 2020 rate picture—but uncertainty is now in the air.
在冠狀病毒恐慌在今年第一季度爆發(fā)之前，50大航空公司高管對(duì)2020年的利率前景相當(dāng)樂(lè)觀，但現(xiàn)在不確定性仍然存在。
Susquehanna Financial Group recently issued a forecast that was mostly bad news for shippers. It says trucking rates would have a “melt-up”—in other words, an irrational increase. The epidemic tempered that a bit, but the report by analyst Bascome Majors was enough for the company to raise ratings on Landstar and Werner, two TL giants in the top 10 of LM rankings.
薩斯奎哈納金融集團(tuán)(Susquehanna Financial Group)最近發(fā)布的一項(xiàng)預(yù)測(cè)顯示，對(duì)托運(yùn)人而言，這大多是壞消息。 該機(jī)構(gòu)表示，卡車(chē)運(yùn)費(fèi)將出現(xiàn)“融化”——換句話說(shuō)，就是不合理的增長(zhǎng)。 流行病稍微緩和了一點(diǎn)，但是分析師 Bascome Majors 的
報(bào)告足以讓公司提高對(duì) Landstar 和 Werner 的評(píng)級(jí)，這兩家 TL 巨頭在 LM 排名前10。
After falling for 16 straight months, spot TL rates have evened out and even started to rise in the first quarter, according to DAT, a research firm. “Spring could be coming early to truckload freight,” DAT reported in the first quarter. “Load counts are holding steady and load-to-truck ratios are showing signs of life, for vans, reefers and flatbeds. Rates are even starting to trend up, especially in the eastern half of the country.”
根據(jù)研究公司 DAT 的數(shù)據(jù)，在連續(xù)下跌16個(gè)月后，現(xiàn)貨 TL 價(jià)格已經(jīng)趨于平穩(wěn)，甚至在第一季度開(kāi)始上升。 Dat 在第一季度報(bào)告說(shuō): “春天可能提前到來(lái)，以便裝載貨物。”。 “裝載量保持穩(wěn)定，貨車(chē)、冷藏車(chē)和平板車(chē)的裝載量與貨車(chē)的比率也顯示出生命跡象。 利率甚至開(kāi)始呈上升趨勢(shì)，尤其是在中國(guó)東部地區(qū)。”
Overall TL capacity is forecast to shrink 1% this year compared to a 4% increase in both 2018 and 2019. “Seasonal-plus patterns are returning to volatile real-time rates,” Majors added.
與2018年和2019年4% 的增長(zhǎng)相比，今年的總產(chǎn)能預(yù)計(jì)將下降1% 。 “季節(jié)性加值模式正在回歸實(shí)時(shí)利率的波動(dòng)，” Majors 補(bǔ)充說(shuō)。
In closing最后
With shippers’ supply chains and inventories slowly adjusting due to the coronavirus, trucking executives say 2020 should be a better year than 2019, but not as good as 2018 when nearly every trucking company was profitable.
由于冠狀病毒導(dǎo)致托運(yùn)人的供應(yīng)鏈和庫(kù)存緩慢調(diào)整，貨運(yùn)業(yè)高管表示，2020年應(yīng)該比2019年更好，但不如2018年，當(dāng)時(shí)幾乎所有的貨運(yùn)公司都實(shí)現(xiàn)了盈利。
However, nobody is saying that with any great deal of certainty due to the coronavirus disruptions to worldwide supply chains. “It’s not 2018 or 2019. But capacity was a little more balanced at the beginning of the year than it was at the end of last year,” adds Landstar CEO Gattoni.
然而，由于冠狀病毒破壞了世界范圍的供應(yīng)鏈，沒(méi)有人可以肯定地說(shuō)這是真的。 “現(xiàn)在不是2018年或2019年。 但與去年年底相比，今年年初的產(chǎn)能略有平衡?！薄?
That evenness in demand levels is somewhat offset by what some executives say are relentless increases in their internal costs. However, operational costs for truckers are rising, often by double-digit percentages. Insurance costs, stung by what trucking executives call “nuclear settlements” by juries in wrongful death accident cases, are doubling for some smaller carriers.
這種需求水平的均勻性在一定程度上被一些高管所說(shuō)的內(nèi)部成本的不斷增加所抵消。 然而，卡車(chē)司機(jī)的運(yùn)營(yíng)成本正在上升，通常達(dá)到兩位數(shù)的百分比。 對(duì)于一些小型運(yùn)輸公司來(lái)說(shuō)，保險(xiǎn)成本正在翻倍。在意外死亡事故案件中，運(yùn)輸公司高管稱陪審團(tuán)達(dá)成的“核和解協(xié)議” ，對(duì)保險(xiǎn)公司造成了損。
The ATA’s research arm says rising insurance rates are contributing to an overall 7% rise in trucking costs. “We have to offset that every year, and that factors in our rate increases,” adds YRC’s Hawkins.
Ata 的研究部門(mén)表示，不斷上漲的保險(xiǎn)費(fèi)率導(dǎo)致整個(gè)運(yùn)輸成本上升了7% 。 Yrc 的霍金斯補(bǔ)充稱: “我們每年都必須抵消這一影響，而這也是我們加息的原因。”。
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[羅戈導(dǎo)讀]在卡車(chē)運(yùn)輸領(lǐng)域，它被稱為“阻塞和處理” ，或者在任何時(shí)候、任何情況下盡可能好地執(zhí)行業(yè)務(wù)的基本操作。 雖然這在理論上聽(tīng)起來(lái)很容易，但在現(xiàn)實(shí)生活中卻極其困難。
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