Not sure that's an accurate comparison. Why not compare them to a pup unit instead?
While we're waiting on results, let's compare...
A 24' straight truck can theoretically do
85% as much work as a pup. According to Bureau of labor statistics, in the Charlotte, NC area (Just to pick a random location
), a typical straight truck driver
makes/costs only 74% of what a Class A driver makes.
I think you can see where the numbers get quite a bit closer & can work, in terms of profitability. I've not yet compared the cost per unit for each. I suspect you can shed light on that one...
While you are statistically correct in your figures, it doesn't change the fact that it costs more to replace a 48' because it requires two straight trucks.
What I could see happening (good or not is subjective) is a reduction in the number of tailgate pups in favor of straight trucks because they can (and are, in fact, meant to) do the same job. However, these trucks generally aren't designed for forklifts and the boxes usually only have E-track instead of logistics posts. This would make them ineffective at doing dock deliveries and high skid count shipments, something pups
can still do because pups can handle forklifts and have logistics posts for decking if needed.
At the end of the day, there's a reason why this idea
isn't already prevalent. A tractor with a trailer of any kind is more versatile than any straight truck, which makes it more cost-effective. There are things straight trucks are better at, tight spaces in particular. FXFC uses theirs for residential and downtown core deliveries where tight spaces and low heights are a factor, but this comes at the cost of the forklifts usually not loading them (I've seen the results of trying this, it can be hard to get the forklift out again without air ride) and thus a loss in efficiency. Speedy uses theirs the same way, and I have never seen a forklift load one of theirs.
My old barn at FXFC actually had the largest number of tailgate 48' trailers of any barn I saw. ETO serviced a lot of businesses located in old strip malls and such where it made more sense not to bump the dock. WTO, by comparison, handled more bulk freight and consolidation, and so had more 53' vans than anyone else. WTO, which serviced downtown Toronto, also had more straight trucks than ETO, including non-CDL ones that ranged from little cabovers to pickup-based cube trucks. These "100-series" straight trucks (the numbering was the one artifact left from Watkins, as for a time we only had one, unit 100) are used for the sole purpose of delivering small shipments to small store fronts or residences.
Now, as I've explained in the past, FXFC is 100% contractor. FedEx doesn't own the trucks. However, when a city bid comes available, they do request what kind of equipment they need and expect the contractor to bring. I heard guys ask if they can sub a tractor and tailgate pups for a straight truck and be told no.
But wouldn't you think, in an environment like this, that FedEx would want a fleet of nothing but straight trucks if it really benefited them?
Servicing the customer is how they make their money. This must be done in the cheapest, most efficient way possible. I think there will be some service centers that see several straight trucks, and some that might not see any. It'll depend on the needs of the customers in the area.
