New Penn | Interline Freight

I know that Holland out of Richmond is giving Averitt the freight going to Roanoke area. And they are giving the freight going toward the coast to some little mom and pop company.

In W.VA. they used to use A company called Tri States. They are now giving this frieght to Yellow at our Gallipolis, OH. terminal. And what ever Yellow does not cover in W.VA they give to Tri States.
 
Bestway freight

We are linehauling freight to Bestway daily. All NP freight is hauled to Camp Hill, PA then the 30 hour line haul to Dallas, TX for transfer to Bestway. Currently we are moving 50-60 PRO's or 2-3 TL to Bestway nightly (except Sunday). Dock to dock delivery to the Bestway customer is 2-3 business days for about 80% of all PRO's.
 
We are linehauling freight to Bestway daily. All NP freight is hauled to Camp Hill, PA then the 30 hour line haul to Dallas, TX for transfer to Bestway. Currently we are moving 50-60 PRO's or 2-3 TL to Bestway nightly (except Sunday). Dock to dock delivery to the Bestway customer is 2-3 business days for about 80% of all PRO's.

The freight destin to Reddaway is currently at 125-150 POR's per night or 5-6 TL.

There is a lot of pressure on sales to get the Bestway volume up, however operations in Bestway has been kicking butt in getting freight delivered FAST!

Thanks y'all!
 
How confusing is it for NPME customers that their freight can be delivered by Bestway, Reddaway, Supertransport, Alvan, Wilson and probably Holland before the year is over.

What a cluster f***
 
Friend of the frog said:
How confusing is it for NPME customers that their freight can be delivered by Bestway, Reddaway, Supertransport, Alvan, Wilson and probably Holland before the year is over.

What a cluster f***
:biglaugh: There all right with it as long as it isn't southeastern:chairshot: :chairshot: ....CRAZY
 
The reason Moparman is easy....Time!...it takes Big R and Yellow 5-7 days to get the frt to the west coast using rail ,break bulk, etc....the New penn to Moore to Reddaway deal gets the freight to the left coast in 3 and a half to 4 days...deliver on the 4th day for some of the markets...Was talking to the shipping clerk for Staff lighting out of Highland NY..We p/u almost a full load from them for the west every day..Says his customers love the service and pay twice or more what it would cost to ship the the slow way....In todays world the " I want it yesterday" credo is very profitable.
 
Not no more schmabs.Not since we had a big coo back in march which elimanates the break bulks from handling it and allows the satilites to direct load.We cut a day and a half to two days off our transit times!Customers are happier then a pig in you know what!
 
Moparman said:
Not no more schmabs.Not since we had a big coo back in march which elimanates the break bulks from handling it and allows the satilites to direct load.We cut a day and a half to two days off our transit times!Customers are happier then a pig in you know what!


This is not true at all. Yellow/RDWY still load through breakbulks and the service time does not come close to the service provided by NPME. PERIOD END OF STORY
 
Yes we still load to breaks but it only gets touched once before going to it's final destination.For instance everything that was loaded from New England went thru stroudsburg then off to another break to get touched again.Now with this new system we load directs to one break in selected regions.Doing so cuts down on transit times,damages,handling.It seems to be working good so far.
 
In a perfect world the freight only gets touched once, however, this does not happen very often unless your p/u terminal happens to be a BB facility as well.

Infortunately the long haul work model has not been easy to adapt to the curret demands of the regionalized marketplace.

For instance freight going to the west coast still is being railed over 60% of the time. If you ship out of New England for instance.

Your freight will move to E Stroudburg, or Carlisle, ABF or Maybrook, Yellow. From there it travels to Chicago where it is loaded to a rail. It is then p/u at railyard in Ca, whether LA or northern Ca and then loaded to end of line terminal and put out for delivery.

NPME loads direct to Lebannon I believe or somewhere close in PA. Moves via sleeper to L.A. or S.F., etc then to destination terminal.

Moves faster, handled less (claims) costs more. The traditional way is mroe cost effective, but so many carriers nowadays bypass raisl and breaks, that they must keep up to stay in business.
 
Friend of the frog said:
In a perfect world the freight only gets touched once, however, this does not happen very often unless your p/u terminal happens to be a BB facility as well.

Infortunately the long haul work model has not been easy to adapt to the curret demands of the regionalized marketplace.

For instance freight going to the west coast still is being railed over 60% of the time. If you ship out of New England for instance.

Your freight will move to E Stroudburg, or Carlisle, ABF or Maybrook, Yellow. From there it travels to Chicago where it is loaded to a rail. It is then p/u at railyard in Ca, whether LA or northern Ca and then loaded to end of line terminal and put out for delivery.

NPME loads direct to Lebannon I believe or somewhere close in PA. Moves via sleeper to L.A. or S.F., etc then to destination terminal.

Moves faster, handled less (claims) costs more. The traditional way is mroe cost effective, but so many carriers nowadays bypass raisl and breaks, that they must keep up to stay in business.

I agree with you FOTF. The breakbulk system is outdated and no longer works. Every time freight is touched it not only costs money but there is also the risk of damage. Thats why more and more companies are moving to direct loading as much as possible
 
Wilson already handled all of the New Penn freight going to the Carolinas and they are giving them the Florida freight now. I'm sure there won't be much of a difference in service for New Penn customers
 
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