Any insider understand how large carriers calculate rates

We aren't a really large carrier, but when I was in the office, I made up a spreadsheet that I could copy and paste the distribution into and it would calculate the load factors for different mileage ranges and use the mix to calculate the average revenue. So you could play with the gate fees and column rates and see how it affected the truck revenue for the various mileage ranges.

This was for bidding ramp freight and spot buys from new car manufacturers , and it was a handy tool.

 

Hypothetically I have heard of someone “allegedly” bidding a 2500 and or 3500 the same as a 1500. Guess who’s rig wouldn’t haul a 2500 and or 3500 for the same $$$$$ as a 1500?

 

I'd love to know the actual rates for the Vettes I haul, that would give some insight if there is a value added rate with GM. I know when I hauled Mercedes from the E coast in the 80's the rate was garbage.
My experience with real OEM rates is decades old as an O/O for NuCar Carriers but given the industry, I don't think the rate structures have changed much. Also for perspective, in 1979 when I worked for Baker Driveaway/AlphaX out of Detroit, Chrysler pick up trucks paid 50 cents/car/mile to BFE WVa, obviously an exceptional rate but it shows that OEMs are capable of paying it.

 

Ford rates were Ok, GM's were fantastic out of Lordstown but there were some exceptions on the contract rates.
The Ford contract rate out of Wayne, Mi had a high rent area around Peoria, Illinois that paid 25% more for no reason and pickups paid the same as an Escort.

 

Glovis was paying $150 bonus a unit that some of the carriers weren’t passing along. The carriers passing it along to the driver recently had a waiting list to get a job there. Those that didn’t pass it along have hundreds of trucks without drivers.

 

How do the overflow rates get so high? But normal rates are trash?