Less than Truckload Rates and Financial Stability (#TM4 30 September 2017)

LTL RATES AND	FINANCIAL STABILITY
SUMBER	PEMAHAMAN
-What is Less than Truckload Shipping (LTL)?   Answer: LTL is a type of ground freight transportation that combines shipments from multiple customers. Businesses choose this budget-friendly option when the consumer demand for their products is average or stable. -What is Financial Stability? Answer: Financial Stability is a financial system with effective financial intermediation where institutions, markets and infrastructure can support the flow of funds between savers and borrowers so as to support economic growth. (google)	Sebelum saya membahas tentang judul saya ini, saya ingin membahas apa itu pengertian dari LTL RATES dan FINANCIAL STABILITY. -Apa pengertian dari Less than Truckload Shipping Rates ?   LTL Rates adalah jenis angkutan barang darat yang menggabungkan pengiriman dari beberapa pelanggan. Bisnis memilih opsi ramah anggaran ini bila permintaan konsumen akan produk mereka rata-rata atau stabil. -Apa pengertian dari Financial Stability?   Suatu sistem keuangan dengan intermediasi keuangan yang efektif dimana lembaga, pasar, dan infrastruktur pasa mampu mendukung aliran dana antara penabung dan debitur sehingga mendukung pertumbuhan ekonomi
·         Since the early 1980s the LTL segment of the motor carrier industry has used discounts from published tariffs as a means of pricing segments to attract traffic of large shippers. The Interstate Commerce Commission (ICC) was eliminated under the ICC Termination Act of 1995 (ICCTA1995) and with it, most of the last vestiges of motor carrier Transportation Technology Scrutiny Rules the Day It certainly shouldn’t surprise anyone that logistics and supply chain operations are being asked to cut back on their Warehouse Management Systems (WMS), Transportation Management Systems (TMS), Global Trade Management Systems (GTM), Yard Management Systems (YMS), and other SCM spending. In fact, the current economy has prompted 41 percent ·         respondents (to Logistics Management’s 7th Annual Software Survey) to more carefully analyze their SCM investments, while 34 percent plan to freeze software investment in 2009. Sixteen percent say they’ll move forward with investments in software this year, while 15 percent expect to upgrade existing programs in lieu of buying new packages. “When things started going south for the economy in the fourth quarter, the big question was: What is IT spending going to look like moving forward?” says ARC’s (Adrian) Gonzalez. “With only 16 percent of companies ready to make software investments and over twice that (34 percent) planning to freeze budgets, software vendors are probably concerned.” Of the SCM vendors he communicates with, Gonzalez says that most are seeing more “delays” than “cancellations” of orders. “A lot of shippers are waiting to see what happens in the second quarter of this year,” adds Gonzalez. “Customers still expect to move forward, but it is a question of when, with projects being pushed out a bit.” Of the 41 percent of shippers who say they’re planning to purchase SCM software sometime in the next 12 months, the bulk (31 percent) will invest in WMS, with 29 percent interested in TMS. Other SCM packages of interest include ERP (18 percent), GTM (13 percent), and YMS (10 percent). With 32 percent of respondents currently using on-demand supply chain solutions, Gonzalez says he’s surprised that more shippers aren’t considering this alternative to purchase-and-install systems, particularly for TMS. Among those companies that plan SCM purchases over the next 12 months, just 36 percent are looking at on-demand options. “I really would have expected more companies to be looking at on-demand,” says Gonzalez, “which is resonating strongly out in the market right now, particularly for those companies that have tightened their budgets.” Adapted From: Bridget McCrea, Logistics Management, April 2009, p. 39. Reprinted by permission. Motor Carriers 187 rate regulation ( hal. 187)	Dari penjelasan sumber disamping, bahwa pada tahun 1980an segmen LTL industri pengangkut motor telah menggunakan diskon dari tarif yang dipublikasikan sebagai sarana segmen harga untuk menarik lalu lintas pengirim barang besar. Dan Tentunya seharusnya tidak mengejutkan siapa pun bahwa logistik dan operasi rantai pasokan sedang ada diminta untuk mengurangi Sistem Manajemen Gudang (WMS) mereka, Manajemen Transportasi Sistem (TMS), Global Trade Management Systems (GTM), Sistem Manajemen Yard (YMS), dan pengeluaran SCM lainnya. Karena pada zaman itu, Komisi Perdagangan Interstate (ICC) dieliminasi di bawah Penghentian ICC Act of 1995 (ICCTA1995) dan dengan itu, sebagian besar sisa terakhir pengangkut motor Angkutan Teknologi Aturan Scrutiny the Day. Pada responden ini (untuk Survei Perangkat Lunak Tahunan ke 7 Manajemen Logistik) untuk dianalisis dengan lebih hati-hati investasi SCM mereka, sementara 34 persen berencana membekukan investasi perangkat lunak di tahun 2009.  Sebab itu lah, Tidak ada lagi persyaratan untuk mengajukan tarif, dan kontrak dapat digunakan sebagai gantinya. Meskipun pembawa masih diharuskan untuk mempertahankan tingkat, aturan, dan klasifikasi, mereka  hanya perlu diberikan kepada pengirim atas permintaan. Dalam keberangkatan dari peraturan sebelumnya,tarif tidak perlu secara tertulis bisa ditegakkan. Pengirim barang, bagaimanapun, harus berolahraga Karena hati-hati karena pengawasan dan penegakan federal sangat berkurang. Undang-undang ini juga mengurangi waktu pengembalian biaya pengangkutan yang disengketakan dari 3 tahun sampai 18 bulan Jika pengangkut atau pengirim merasa bahwa tuduhan itu salah, mereka harus mengajukan tuntutan tidak lebih dari 18 bulan sejak tanggal pengiriman. Kurangnya Tarif bisa membuat ini lebih sulit kecuali pengirim barang telah mendapatkan carrier harga dan peraturan tertulis sebelum Kolom ini serta kolom atas membahas tentang “Less than Truckload Shipping” melakukan tender pengiriman ke carrier.
·         Another major concern in the motor carrier industry is financial stability. The operating ratios of many motor carriers have been in excess of 95 percent, and some companies have operating ratios of over 100. The high operating ratios are a clear indicator of the financial plight of many motor carriers and an indication of the low competitive rates. Immediately after the initial lessening of economic regulation in 1980, a large number of motor carriers failed as the competitive environment became severe. Of the top 100 motor carriers in 1980, fewer than 10 were still in business in 1990. Only one new LTL was formed in this period that survived to the 1990s. The failures after 1990 were fewer but usually involved larger firms that could not continue to compete. In some cases, the unionized carriers were victims of labor unrest or shipper concerns about stability. In other cases, mergers and buyouts reduced the number of Class I carriers. Recent consolidations have also occurred in the TL sector as the larger carriers have taken over smaller firms to achieve market share. In 2007 a total of 1,985 motor carrier firms failed, mostly those having at least five trucks. Overcapacity has periodically been a severe problem for the motor carrier industry most recently during the recession of 2008 and 2009. Given that there is a finite amount of freight to be transported at any one time and there is little, if anything, that carriers can do to influence this, market share changes generally occur at the expense of one carrier over another. These periods of overcapacity also lead to severe pricing pressure, which can cause weaker carriers to exit the market. Shippers often exploit these factors and the spot market can drive prices below costs as carriers seek to move empty equipment. Shippers have become increasingly cognizant of the failure rate among motor carriers, and many have introduced a financial evaluation of carriers into their overall decision framework for selecting carriers. When a carrier goes out of business, the interruption of service could have serious consequences. (hal. 188)	Dari penjelasan disamping bahwa,  dalam industri pengangkutan motor adalah stabilitas keuangan. Rasio banyak operator motor telah melebihi 95 persen, dan beberapa perusahaan memiliki rasio operasi lebih dari 100. Rasio operasi tinggi merupakan indikator yang jelaskondisi keuangan banyak operator motor dan indikasi rendahnya tingkat persaingan. Setelah berkurangnya regulasi ekonomi awal tahun 1980, sejumlah besar pembawa motor gagal karena lingkungan persaingannya menjadi parah. Dari atas 100 operator motor pada tahun 1980, kurang dari 10 orang masih dalam bisnis pada tahun 1990. Hanya satu yang baru LTL dibentuk pada periode ini yang bertahan sampai tahun 1990an. Kegagalan setelah 1990 adalah lebih sedikit tapi biasanya melibatkan perusahaan besar yang tidak dapat terus bersaing. Dalam beberapa Kasus-kasus, pengangkut serikat pekerja menjadi korban keresahan buruh atau masalah pengirim stabilitas. Jadi, Periode kelebihan kapasitas ini juga menyebabkan tekanan harga yang parah, yang dapat menyebabkan operator lemah keluar dari pasar. Pengirim barang sering memanfaatkan faktor-faktor ini dan tempatnya pasar dapat mendorong harga di bawah biaya karena operator berusaha memindahkan peralatan kosong. Dan juga, Pengirim barang menjadi semakin sadar akan tingkat kegagalan di antara operator motor, dan banyak yang telah memperkenalkan evaluasi keuangan terhadap operator ke dalam keseluruhan keputusan mereka kerangka kerja untuk memilih operator. Saat pembawa bisnis gulung tikar, gangguan layanan bisa menimbulkan konsekuensi serius. Kolom ini serta Kolom atas membahas tentang “Financial Stability”