SEAFORD, DE, August 14th, 2015 –  Food Logistics, the only publication dedicated exclusively to global supply chain solutions for the food and beverage industry, announced those companies chosen for its 2015 Top 3PL and Cold Storage Providers list this week.

 The Top 3PL and Cold Storage Providers list serves as a resource guide of third-party logistics and cold storage providers whose products and services are critical for companies in the global food and beverage supply chain.

 Trinity Logistics is honored to announce that we have been featured on the list for the third consecutive year.  

 “We’re thrilled to be named to this year’s list of Top 3PL providers,” said Jeff Banning, CEO and President of Trinity Logistics. “We truly value our partners and customers in the food industry and are committed to providing them with the world class customer service they deserve.”

 Trinity is proud to offer transportation arrangement and logistics services for dry food goods, refrigerated and frozen food, packaging supplies, and more.

 “Food safety is one of the biggest issues for today’s 3PLs and cold storage providers, who are confronted with new demands from consumers, customers and regulatory compliance requirements as a result of the Food Safety and Modernization Act,” noted Lara L. Sowinski, editor-in-chief for Food Logistics. “The companies on Food Logistics’ 2015 Top 3PL & Cold Storage Providers list are among those in our industry who are expanding their portfolio of services to meet these new demands related to food safety while simultaneously assuring cold chain integrity.”

 Companies on this year’s Top 3PL & Cold Storage Providers will be profiled in the August 2015 issue of Food Logistics, as well as online at www.foodlogistics.com.

The well-known saying “you get what you pay for” definitely rings true when it comes to shipping less-than-truckload (LTL) freight. There are three distinctly different types of LTL carriers, and you should know when it’s better to make the upgrade versus settling for the lowest level of service.

The service levels when shipping LTL can be broken down into premium, standard, and economy carriers. The differences between these service levels relate to on-time delivery percentage, possibility of a claim, communication, and billing or correction processes.

Premium LTL Carriers

This is the top tier, crème de la crème of LTL shipping.  Despite the extra cost, this level of service could be ideal or even necessary for some shipping situations. Premium carriers offer high on-time delivery rates, clear shipment visibility in transit, and a low claims ratio. They also offer the quickest transit time, often within one or two days.

In cases where you are completely dependent upon the shipment arriving at a certain time – like special parts for a machine that’s down, or product that you’re low on – your best bet is to ship premium.  You’ll know exactly where it’s headed and when, and most importantly, you’ll have it in your hands the day you need it.

Standard LTL Carriers

Standard LTL carriers provide just that; run-of-the-mill LTL shipping. This is the most commonly used level of service. It offers a bit slower transit time than premium shipping, but can still be expected within about two or three days, depending on the distance your shipment is traveling, of course.

If you’re moving moderately valuable freight, like displays or pallet racking, this could still be a good choice, as the standard carriers offer a relatively low claims ratio and decent tracking options. The main difference is that transit time is usually a bit lengthier than with the premium carriers. So, if you don’t need those displays right this second, this cheaper option may be a good fit.

Economy LTL Carriers

The lowest level of LTL shipping is with economy carriers. As you might imagine, this is the cheapest option. However, as the title of this blog suggests, the cheapest often doesn’t mean the best. This option offers the slowest transit time, lowest visibility for tracking, and a higher claims ratio.

We only suggest using this type of carrier if you’re shipping low-value and dense freight, such as bricks, paper products, or animal feed. If you order these products well enough in advance to not have an immediate need, this could definitely be the least expensive method of moving them.

How To Choose

Trinity has contracted rates with LTL carriers in the premium, standard, and economy categories to service your LTL needs. Each of these service levels have their pros and cons, and it truly comes down to your priorities. You should consider the timeframe you need the freight moved within, the level of visibility you prefer, as well as your concern about claims. We are happy to consult with you about which type of carrier is the best fit for your business and your freight. Just remember: shipping cost has a strong correlation with levels of service.

To get an LTL quote, or to speak with a sales rep about your shipping needs, click here.

Whether you’re trying to cover a load on the spot market or attempting to predict transportation costs for the next fiscal year, truckload capacity has a huge impact on these processes. How many trucks are available on the road at any given time can be difficult to predict, and there are many components that affect truckload capacity. To help you better prepare, let’s review the major factors:

Seasonal Capacity

In the shipping world, there are two major seasons to mark on your calendar. The first is produce season, which starts around April and ends in July. This is the time when produce harvesting hits its peak and those distributing it require a large amount of trucks to haul their loads.  Even if you aren’t a produce shipper, you could be impacted by the high demand for equipment at this time, especially if you’re on the East Coast.

Peak shipping season is the other time period to be aware of. It’s generally from August to October, adjacent to produce season. This is when sales for customers in the manufacturing and retail industries skyrocket due to everyone going back to school and preparing for the holidays. Shipping volumes shoot up dramatically across the U.S., and this always tightens truckload capacity.

While truckers are happy to be hauling a large number of loads, shippers feel the impact of tightened capacity, and shipping costs may go up. The basic economic principle of supply and demand can be applied here. There is a high demand for trucks and drivers, but a lower supply. This is good for truckers, and bad for shippers.

Regional Capacity

You may have found that some areas in the country are considered danger zones for truckers. Some spots in the country are just not attractive to drivers and are colloquially known as “black holes”. Essentially, this means that drivers may be able to find loads in the area, but have a hard time finding outbound loads to get home (known as backhauls). With that being said, low outbound shipment areas generally have tighter capacity.

Typically, areas with high consumption and high population, but with low numbers of manufacturing and distribution centers in the vicinity, are undesirable spots for truckers, so shipping to these areas will come at a cost. Examples of these places would be Denver, Orlando, Dallas, Seattle, and Phoenix.

Equipment Availability

Sometimes it’s not the driver that’s hard to come by, but the equipment itself. Perhaps you need a reefer truck for your produce or a flatbed for your machinery, but there simply aren’t any available on that particular lane. This can happen due to any of the previously discussed reasons, but a major one in the pipeline is the equipment crunch set to hit later this year.

The holiday rush will begin at the end of August or Early September, which marks peak season for intermodal shipping. Since shipping over the rail requires dray carriers and trailers, truck capacity will tighten. Since the housing market is improving, new construction is on the uptick, and the economy is relatively healthy, peak season should be extremely busy. With truckload capacity issues, this could shape up to be a perfect storm for shippers trying to get their goods to market.

Driver Shortage

If you’re in the shipping industry, you’re likely already aware that the U.S. is experiencing one of the worst periods of truck driver shortage in history.  The trucking profession has simply lost its glam as the average driver age hovers around 52 years old, and younger drivers are hard to come by. Truckers are retiring left and right due to low pay rates and the hardships of being away from family for days or weeks at a time, in addition to several new federal restrictions.

Larger carriers are experiencing driver turnover rates in the 90 percent range, which means they need to replace nearly their entire fleet each year. Sure, fleet operators have tried to push incentive programs and pay raises, but the shortage is still prevalent. According to the American Trucking Association (ATA), the trucking industry is estimated to be short by 64,0000 drivers. The stronger the economy grows, the more obvious the shortage becomes.

Until the fleet operators and industry leaders are able to figure out a long-term solution to the driver shortage issue, tight truckload capacity will continue to affect you and your business. Shipping rates can go up at a moment’s notice, especially on the spot market. This is why working with a high-volume third-party logistics company (3PL), like Trinity Logistics, is such a game changer for your business. We can help you navigate the unpredictable world of truckload capacity, as we have a reliable network of trusted carrier relationships across the nation. Chances are if there’s an issue in the transportation industry, we know about it and can help you make educated decisions for the best outcome for your business.

GET HELP FROM TRINITY LOGISTICS

A number of months ago, we published a blog on the most common myths perpetuated about transportation management software  . It was so popular that we decided to address each individual myth in its own blog post. Today, we’re going to talk about learning how to use TMS software and the misconceptions about its difficulty.

Transportation management software (TMS) is an innovative and time-saving tool for businesses who ship freight, but integrating a TMS can definitely feel intimidating when you’ve been relying on the same manual processes for some time.  Here’s the good news: if you work with the right TMS provider, they can easily remove that fear factor for both you and your team. A user-friendly, easy-to-use TMS can be a complete game changer for your company.

Is a TMS difficult to implement and use?

Don’t let apprehension about learning and implementing a new TMS prevent you from taking advantage of all of the benefits, like reducing your manual processes and optimizing your shipments to ensure you’re getting the best shipping rates.

Many TMS options are now web-based rather than desktop versions, so there is nothing to download and no software to install. This makes them easily transportable and mobile in a sense that they can be used from any computer with an internet browser. There’s no need to allot certain computers for TMS use.

Another additional feature that contributes to the ease of use is the fact that many TMS options are customizable. With the right implementation team, the software can be configured to work within your current process flows rather than forcing your processes into an out-of-box solution.

Perhaps one of the best aspects of implementing a TMS is that the right provider will handle the majority of the work. This can include coordinating special projects and working with the right people from your team to accomplish each task.

While a TMS can simplify your daily tasks, there still may be a problem that comes up every now and then. The right TMS provider will hold weekly status meetings and will communicate any issues, as they arise, that might jeopardize the “go live” date for your new system.

Will it be difficult to train my team on the TMS?

A common concern that holds back potential TMS users is that the training will take too long and be difficult for employees to grasp. However, this really doesn’t have to be the case.

There are often many ways a TMS can be integrated with any of the programs you are currently using, like an ERP, WMS, or accounting software. This means less training, as all of your current software and processes won’t be thrown to the wayside. The right TMS provider will be able to handle multiple integrations to accommodate your specific needs.

A capable TMS provider will also be able to provide group training, whether it’s virtual or onsite, as it is needed. They can even provide customized user manuals to reflect your TMS setup, and will provide your users with a point of contact who will work one-on-one as needed for additional support.

The bottom line here is that a TMS is meant to be easy and reduce your headaches at work, not give you a new one. The right TMS provider, like Trinity Logistics, will be able to integrate the software with your current programs, supply group training sessions, and work with your team on any issues that may arise.

To get a TMS consultation, click here.

The National Motor Freight Traffic Association (NMFTA) has recently announced that it has updated the policy regarding filing concealed damage claims for LTL (less-than-truckload) shipments. This will have a significant impact on the shipping and logistics industry, as well as your business, if you ship LTL freight.

What is the big change?

The time to report concealed damages claims to an LTL carrier has been reduced from 15 days to only five. This means that consignees now have five days from delivery to notify the carrier if damages are found after the driver has left the receiver.

What are concealed damages?

Concealed damages are those that are unnoticeable at first glance by the consignee and found after the freight has been signed for. Examples of this could be a shipment of barbeque sauce with a leaking box in the middle of the pallet, or a box that was accepted, but later found to have a damaged interior product.

Concealed damages tend to be more common in LTL shipments. With less freight on the trailer, as is common with LTL, pallets have more room to shift and slide.

When will the change be effective?

The five day reporting time for concealed damage claims went into effect on April 18, 2015.

What are the pros and cons?

Like any major amendments to policies, there are both positive and negative effects of the concealed damage claims policy change.

As for positives, it’s important to note that days of letting potential claims linger are largely eliminated. With over two weeks of time passing from delivery with the old policy, receivers had quite a bit of time to let damages go unnoticed, and finding out about damaged product last minute is bad news for any supply chain. This could also be alarming for carriers who were unaware of the damages until a claim was made 15 days after the fact. Having only a few days to file a claim means receivers will be more on top of their incoming freight, which should catch any possible damages early and reduce the number of concealed damages claims.

On the other hand, this new change could leave receivers scrambling to sort cargo in a short amount of time. This could put stress on warehouses and docks, as more manpower may be needed to unload and check the loads for damages. This also may cause problems for smaller receivers who may not have the resources to file paperwork and contact carriers, as well as unload shipments, within the five day period.

How will this impact my business?

If your business receives LTL freight with concealed damages, and you do not report it to the carrier within five days, the process of filing a freight claim becomes much more complicated for the consignee.

However, just as the old policy left room for exceptions, so does the new five day policy. In the case of a claim being filed after five days, legitimate proof and documentation will be needed to file these claims and these will be left to the discretion of the LTL carrier.

What can I do to minimize potential impacts of the policy change?

The number one thing you can do to prepare for the change in policy is to ensure that all consignees and receivers are educated on the change. Those receiving shipments need to be even quicker and particularly diligent about inspecting deliveries and reporting to the carriers in order to have the best chance of a positive outcome if damages are found.

Also, taking the proper actions when concealed damage is found can minimize your chances of losing money. When you discover concealed damage, avoid moving the shipment from its original delivery location, take digital photos of the damage, and reach out to your third party logistics company or carrier representative immediately.

Keep in touch with your Trinity sales representative for all of the newest updates on logistics policies and industry news. To get in touch with a Trinity rep, please click here.

You might already know that shipping over the rail is a reliable, consistent, and economical way to get your goods where they need to be, but you should take steps to ensure you’re getting the most efficient service. Here are some insider tips for you to ensure you’re getting the biggest bang for your buck.

Examine your supply chain.

When using intermodal transportation, it’s important to consider the ebb and flow of your products in the pipeline. Since intermodal shipments often take about a day longer than those over the road, it can be a little more problematic to receive product on a tight schedule if demand spikes. Having a well-planned and organized inventory and management system could be the difference in profit margin for you.

Flexibility is key.

How tight are your pick-up and delivery times? Sometimes railroads’ schedules might be different than what you planned for. If your inventory is well-managed, perhaps you can wait to have your product delivered until the next day, especially if it can get you that better rate.

Don’t forget to factor in drayage as well. Your intermodal shipment might be at the yard, but perhaps a dray can’t be there the exact time you hoped for. Having a flexible schedule could get your load there at a more convenient time for everyone involved, and possibly cheaper, too.

Know when intermodal is the best mode.

The real economic advantage to shipping over the rail kicks in for shipments traveling around 600 miles or more. There is often a slight delay compared to shipping over the road – meaning what would usually take three days to arrive on a truck might take four or five days to arrive if you ship intermodal. Your shipments also must weigh 42,500 pounds or less.

So if you’re shipping long-haul freight, you’re flexible with your delivery dates, and your freight meets the weight requirement, that means intermodal could be the best mode for you.

Block and brace as if your life depended on it.

Blocking and bracing refers to how your shipments are loaded and prepared for transit to ensure that there won’t be shifting during transport. Freight that can easily shift around in transit can be at risk for major damages, and since the shipper (you) are held responsible for proper blocking and bracing, that can be an expensive mistake.

If you’re unsure of how to block and brace, work with an intermodal provider, like Trinity, that can arrange for a railroad representative to come and train your employees how to block and brace correctly at no charge to you.  Or, if you are familiar with the concept and just have a question with a particular load, Trinity can work with a railroad engineer to build a floor plan that explains in detail how it should be blocked and braced effectively.

Work with a third-party intermodal provider.

As an added bonus, working with third-party rail provider usually means one call does it all. Despite the common belief that the shipper has to arrange the pick-up and delivery of the product before and after the rail portion, Trinity can take care of the shipment door-to-door. Having an intermodal provider manage and track the shipment, as well as send you updates, reduces the time your personnel have to spend being involved in the shipment and therefore can reduce your overhead.

Taking all of these tips into consideration could make intermodal shipping even more of a time and money saver for your supply chain. For more information about Trinity’s intermodal services, or to get a quote, call our help line at 844-900-RAIL.

On May 5, Freightliner Trucks debuted the first road-legal driverless truck to hit North America. This new advancement has left many wondering where this will take the industry and what it means for both freight carriers and their drivers.

How does the driverless truck work?

Freightliner’s self-driving truck has been named “Inspiration”, perhaps due to the feelings it evokes from those looking forward in the trucking industry. The futuristic truck features a technology that works to keep the truck within lanes and at legal speeds with the use of cameras.

At this time, the truck is fitted with the technology to drive itself on highways, but is not completely self-sufficient. Licensed truck drivers are still needed to sit behind the wheel to takeover control for surface roads, exiting highways, or bad weather.

When a situation requires a human driver, the truck will sound a loud beep. Otherwise, the truck will stay in its lane and maintain a safe speed and distance from other vehicles on the road, according to Alex Davies, a magazine editor who was at the truck’s demonstration.  If the driver does not respond to the beep and take over, the truck will begin slowing down until it is at a complete stop.

Will this replace truck drivers?

Ground-breaking new technology always stirs up a little bit of fear for those who work in the affected industry, as it could potentially change or replace their job. However, Freightliner has eased some of this anxiety by mentioning that the self-driving truck still needs a driver to monitor it.

Some current truckers are not fazed by this new advancement.

“Well it’s coming, like it or not. Cars, trucks, planes; there will always have to be someone behind the wheel monitoring the vehicle until they figure out how to get a level 4 fully self-driving vehicle,” said Jeffrey Buford, a driver from Riverside, California.

Other drivers feel the pitfalls of technology could prevent the extinction of the truck driver position.

“I once ran into a scenario where I-30 in Texas was closed for a wreck and police officers were physically directing traffic around the wreck two different ways depending on what vehicle you were driving,” said Steve Lapp, a driver from Jacksonville, Florida.  “Who could possibly determine how the police officer could communicate to a driverless vehicle how to do that?”

Is this the future of the trucking industry or just a fad?

The real question burning in everyone’s minds after the debut of this driverless truck is how this technological advancement will impact the trucking and shipping industry. Is this just another buzz topic to be shared on social media and brought up in passing at truck-stops, or is this really something to think of as an imminent reality?

Drivers who are skeptical, like Michael Smith, an owner-operator from Jacksonville, Florida, think there won’t be a positive outcome from the new line of self-driving trucks.

“I think a lot of smart people built a smart truck and one day there’ll be a really smart wreck,” Smith said.

The Freightliner Inspiration truck is currently being tested on roads in Nevada, but the company says the truck won’t be widely commercially available for another decade or so. Regardless of opinions, the truck has been passed through legislation and deemed legally operational. The question remains how many other self-driving vehicles will be in the line-up for the race to autonomy.

“In my mind I see road trains miles long cruising across the prairies; dedicated lanes and nodal points across the country waiting for drivers for local delivery. I’m looking forward to it,” said Steve Singfield, an owner-operator. “Anything to keep me safer, more comfortable, relaxed instead of being weary and bodily worn out, is something to embrace rather than to just dismiss with derision.”

Sources

Overdrive

NPR

One of the most complex transportation modes in the logistics industry is refrigerated less-than-truckload (LTL), due to its complexity and limitations. While many shipping providers are not able to accommodate these shipments, those that can will be better able to service your requests if you are aware of the intricacies of this mode of transportation. Despite its complexities, Trinity Logistics is actively working to expand our service offerings for refrigerated LTL.

What is it?

In technical terms, refrigerated (or reefer) LTL is the process of shipping refrigerated or temperature-controlled freight that does not require the space of an entire trailer (full truckload). A refrigerated trailer maintains the freight at a specified temperature range to prevent the product from deteriorating or becoming damaged. For example, frozen fish would move under a temperature range of 0 to -10 degrees Fahrenheit, while chilled beverages would move under a range of 36 to 32 degrees Fahrenheit. Refrigerated LTL ships at a temperature range, not at a specific degree – we’ll provide more information on that later.

What makes it different than other modes of transportation?

Refrigerated LTL is a little different than regular dry LTL, and other modes of transportation, because reefer LTL carriers do not operate within the same pickup time parameters.

To put things into perspective, an LTL carrier may be able to pick up just about every day, Monday through Friday. However, a refrigerated LTL carrier has set days that they pick up, depending on the region. For example, if a refrigerated LTL carrier picks up in Los Angeles on Thursdays and Fridays only, then the shipper would not be able to ship anything with them Monday through Wednesday.

The same can be said for refrigerated LTL carriers’ delivery schedules, which also run on a weekly parameter. Meaning that, if a carrier only delivers to Boston on Tuesdays, then freight picked up the week before will only be able to be delivered on the following Tuesday.

Another thing to keep in mind is that shipping LTL means that other customers’ freight will be on the same truck as yours. With reefer LTL, freight that needs to be maintained at a similar range in temperature will be put on the same truck. Shipping multiple customers’ freight on the same trailer is only made possible by this consolidation based on temperature range.

Why is it harder to arrange?

Reefer LTL can be difficult to arrange because it revolves around a very limited and specific time schedule. The schedule that the carrier can offer for pickups and deliveries might not coincide with the shipper’s needs.

Aside from managing shipments within the timeframe offered by the carrier, reefer LTL can be slightly more difficult due to the freight that is hauled. Maintaining proper temperature while in transit can add another layer of complexity to each shipment.

On top of the reasons above, there are a limited number of refrigerated LTL providers in the U.S.

Is it expensive?

Unfortunately, due to the equipment needed, as well as the nature of the commodities being hauled, reefer LTL is almost always more expensive than dry LTL. Carriers need to take into consideration the perishability of the shipment, as well as the costs incurred from maintaining the temperature in the trailer when figuring their prices.

How can I get the best rate?

Working with a third-party logistics company (3PL), like Trinity Logistics, can help you get the best rate possible when shipping via refrigerated LTL. 3PL’s can secure the best pricing through contracts with reefer LTL carriers, as they have high volumes of freight to move.

As an added benefit, working with Trinity can take a lot of hassle out of arranging reefer LTL shipments. Trinity’s LTL representatives can take care of quoting, building, and dispatching your pickups. They can also negotiate rates on your behalf, as well as track your shipments from start to finish. Although this mode is complex and difficult, we are actively working to expand our refrigerated LTL service offerings and invite you to learn more. To get a reefer LTL quote, click here.

There’s no easy way to answer the question of whether to go with an asset-based or non-asset based provider for your intermodal needs, because it truly depends on what your business requires to keep components and products moving. Let’s face it, transportation is critical, but it’s not usually a profit center – it’s an expense.   This is all the more reason to pick an intermodal transportation company that can suit your needs and your budget.

So, how do you keep transportation costs low without sacrificing reliability and service?   And who do you use to achieve that?  It might be an intermodal provider with their own fleet of containers (asset-based), or it might be a provider that depends on a network of carriers (non-asset based), or it may even be both.

Asset-Based Providers

There are approximately 237,000 domestic intermodal containers in the U.S. fleet currently, and asset-based providers control 157,000 of these.

With asset-based providers, it’s all about their network.  They must work to keep their network fluid, which means maximizing equipment utilization as much as possible.  Profit determines everything – your rates, and when you get equipment, if it’s available. Shippers using asset-based companies often find themselves on their provider’s schedule, not their own.

While asset-based intermodal providers can sometimes offer competitive rates, this is not always the case.   If you are lucky enough to fit into their preferred network and can adjust to their schedules, choosing them may benefit your budget.   If you don’t, or don’t always, or just can’t be in their network, the rate advantage will not be there.

Sometimes, the needs of the network change. This can happen at any time, and when it does, you may need to adjust again – because it can affect your rates, available capacity, and loading schedules. Where you are geographically, how much business you do with a supplier, what the shipper down the street is doing – these all come into play when the asset-based provider needs to prioritize. Their customers end up crossing their fingers, hoping that they’ll make the cut.

Non-Asset Based Providers

Non-asset based providers have access to the entire fleet of 237,000 domestic  rail containers, huge pools of shared 20’, 40’, and 45’ containers available for domestic use, and are able to partner with all rail providers.  To them, networks don’t matter.  Non-asset providers only take one thing into consideration – their customer’s needs.   This allows them to create flexible and customized solutions for the customer, and if the customer’s requirements change, the provider is able to adjust fairly quickly.

Non-asset providers are able to find the most competitive pricing and available capacity by looking at all of the options, not just one.   All equipment types, every railroad, every provider, every drayman are able to be considered, which makes finding the best option and cost for the customer’s needs more attainable.

Non-asset providers invest in expertise, customer service, and technology, not equipment.  They aren’t tied to managing their investments – they can focus 100% on service and customizing the best option for each customer based on the customer’s needs, not the needs of a network.

So, when looking at asset-based versus non-asset based intermodal providers, be sure to consider these things:

The answers to these questions will help provide you with the best route to getting your goods on the rail and to their final destinations. As a non-asset based provider, Trinity Logistics is poised to assist with your intermodal needs in accordance to the benefits listed above. To get a quote, click here.

The Inland Marine Underwriters Association (IMUA) recently published their study on U.S. truck stop cargo thefts in 2013 and 2014. We were surprised to see which states dominated the total incidents. We go over the hotspots and tips to avoid getting your freight stolen.

The Study

The recent study released from IMUA used many sources including CargoNet and FreightWatch International, whose primary focuses are to track cargo theft cases throughout the U.S. The 28-page publication highlights each of the cargo theft incidents and groups them into categories of state and road stops. 

The point of the two year investigation was to spotlight common theft occurrences and threads, so that shippers and carriers could make informed decisions about their routing and stops on their shipments.

Hotspots for Cargo Theft

According to the study, 298 cargo theft incidents were recorded between January 1, 2013 and December 31, 2014. It was made clear that five states had significantly higher occurrences above the other 40.

Here are the top 5 hotspots and how the study recommends you avoid them on your route.

1. Texas had 52 incidents. Roads running east-west (I-10, 20, 30 and 40) were the most hit. It is advised that drivers avoid stopping in and around Dallas and Houston to avoid major thefts.

2. Georgia had 49 incidents. Roads running north-south (I- 75, 85, 95 and 675), I-20 and specifically, at Exit 19, were clearly hotspots. To steer clear of this, trucks should choose exits up to 140 (except for 11) and not those further down the interstate.

3. Florida had 34 incidents. Roads running north-south (I-75, I-95 and I-295) were the most heavily hit, which is where major traffic flows. According to the study, this could be because the most prolific gangs operate from this state. Consider avoiding I-10 in either Lee and Midway and I-75 between Exits 329 and 368 and I-95, particularly near Ft. Pierce and St. Augustine. Truck stops along I-75 in Ft. Myers down the west coast are also active, so use caution there as well.

4. California had 23 incidents. Truck stops were the number one spot for cargo thefts in this state. Try to make stops distant from Barstow, Hesperia, Ludlow and the I-10 corridor between (east to west) Colton, Rialto and Fontana.

5. South Carolina had 16 incidents. The most traffic from truck seems to be north and south, though there doesn’t seem to be many correlations between each incident. The IMUA recommends drivers to be cautious of stopping along I-85 between Exits 90, 104, and I-95 Exits 77, 164, 169 and 181

Tips for Avoiding Cargo Thefts

The Cargo Theft Hotspot Study includes a list of tips for drivers to lessen their chances of getting freight stolen. We’d like to highlight what we think are some of the best.

Using these tips and theft statistics should help you make informed decisions about your routes to and from deliveries to ensure you and your freight’s safety. For more detailed information on the study, click here.