Live Loading & Unloading vs. Drop Trailer Loads: Pros & Cons

adam • November 17, 2022

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According to one DOT report, detention time costs truck drivers more than $1 billion per year. Shippers aren’t off the hook either. Driver wait time costs organizations $63.71 per hour on average, according to the same DOT report. The bottom line is that making truckers wait to load or unload a trailer is expensive.

Unfortunately, the reality at most facilities is that there will be some detention time. A warehouse could be down a few employees, or the yard might be busier than usual.

In addition, certain methods of loading and unloading a trailer take longer than others. The nature of live load trucking is that it will often take longer than drop trailer loading.

In this article, we’ll explain what each type of loading entails, and why shippers may want to consider one over the other.

What is a Live Load?

A live load is a type of shipment in which a driver waits while a shipment is unloaded. The trucker backs up to the warehouse doors, and then waits while warehouse workers load the contents of the trailer.

A similar concept is a live unload. This occurs when a driver drops off a shipment after hauling it from an origin point. Similar to live loading, the driver must wait at a warehouse while the truck is unloaded.

A commonality between live loads and live unloads is that in both situations, the driver spends time waiting at a facility. While it’s generally assumed that loading will begin immediately after the trucker arrives, this is not always the case. The timeframe for loading or unloading generally ranges from 30 minutes to a few hours. The amount of time spent at a facility depends on factors that are outside of the drivers control, like how busy the yard is, how many workers are on duty, and what the cargo is. Palletized shipments, for example, can be moved relatively quickly while other types of cargo can take a long time to load.

Yard mishaps and other delays can cause added stress for drivers. Truckers typically aren’t paid for the first two hours spent waiting to load or unload. In addition, delays can cause a driver to be late to their next scheduled pickup.

What is a Drop Trailer Load?

An alternative to live loads is a drop load. Instead of waiting for the contents of a trailer to be loaded or unloaded, a driver drops a trailer off at a warehouse and picks up a new one. This type of loading is also called drop load, or drop and hook.

Drop trailer pick up times don’t have to be scheduled in advance. Once a trucker arrives at a facility, the freight has already been loaded into a trailer. All that’s left is for the driver to hook the trailer up to the truck and drive to the next location.

Dropping a load considerably reduces wait times versus live loads for the driver. There is no waiting for a trailer to be loaded or unloaded like there would be in live load trucking.

Another perk of drop loads is that they are often no touch. This means that the driver does not do any of the loading or unloading. While live loads can potentially be no touch as well, almost all drop trailer loads are no touch.

Overview of Live and Drop Trailer Loads

There are a few obvious differences between live loads or unloads, and drop and hook. The main one is that, with live loads (or live unloads), the same trailer is used at multiple stops. It gets emptied and refilled at each facility.

Drop trailers on the other hand, are pre-loaded. The entire trailer (not just the contents inside of it) is switched out at each stop on a haul.

Some truckers might look at these two loading options and assume that one is easier or more efficient. But that isn’t as clear cut as it may seem at first. Both live and drop trailer loads have pros and cons. We’ll outline some of the main advantages and drawbacks of each next.

Pros and Cons of Using Drop Trailer Loads

Most drivers would probably tell you that drop trailers are preferable versus live loads. Dropping a load won’t remove all of a driver’s woes on the road, but they do offer several benefits, both to truckers and to shippers. Below, we’ll list some of the advantages of drop trailer loads, and a few of their drawbacks.

Pros:

Efficiency - The biggest benefit of drop trailer loads is that they are usually efficient. The driver can show up at a facility, drop off a load, and immediately get back on the road with a new trailer. By not having to wait for hours at a facility, truckers can spend more time driving, which maximizes their earning potential.

Convenience - Not only is there less wasted time for drivers, but drop trailer loads make it easier for shipping yards to manage the schedule, and operate with less labor.

Flexibility - Unlike with live loads, drivers don’t have to keep as regimented a schedule. They can arrive, drop off a load, and hook up the new trailer without having to wait on a yard crew to load or unload the cargo. And if a driver is running late, they can still pick up a trailer without having to schedule a new appointment time.

Cons:

Misplaced trailers - If everything goes right with a drop trailer, truckers can get in and out of a facility quickly. But everything does not always go right. If a trailer is misplaced or mislabeled, it can take a long time to locate it. Other times, a trailer could be stuck behind other equipment and there won’t necessarily be anyone available to help.

Maintenance issues - A trailer could have a flat tire or misaligned wheels, and require maintenance before it can be hauled. Or it may be loaded above the 34,000 tandem axle weight limit, and the trucker won’t find out until he hits the first weigh station. At that point, he needs to turn around and return part of the load. Both of these can cause delays (and in the latter scenario, a potentially unhappy customer.)

Drop Trailers Can Become Live Loads - Most of the time in drop trailer shipping, a pre-loaded trailer is prepared and waiting to be picked up. But sometimes a trailer won’t be ready when a trucker arrives. When that happens, the driver will need to wait for a time slot to load a trailer.

Pros and Cons of Using Live Loading and Unloading

Pros:

Better equipment - Sooner or later, truckers who haul drop trailer loads will get stuck with a trailer that’s seen better days. Worn out trailers could have tires that lose air easily or electrical problems leading to faulty brake lights. Dealing with maintenance issues adds time and inconvenience to a haul. With live loads, truckers always use the same trailer which reduces the risk of unforeseen maintenance issues.

Less skill - Live loads have less of a learning curve than drop trailer loads. In drop and hook loading, drivers must learn to line up their fifth wheel plate with a trailer’s kingpin. Live loads, on the other hand, don’t require any additional skills outside of operating the truck.

More control - With live loads, truckers use the same trailer for an entire haul. This is especially important when it comes to weight limits. With live loads, truckers usually have more control over how much weight they carry, making it easier to avoid overloading a truck.

Cons:

Longer wait times - There’s a high probability of at least some driver detention in live loads. Drivers have to wait for a trailer to be loaded or unloaded, which can take a long time if a yard crew is especially busy or if there aren’t enough workers.

Rigid schedules - Truckers must schedule a live load or unload in advance. If the warehouse is running behind schedule, it could make a driver late for their next appointment.

Lower pay - Most facilities won’t pay for the first two hours that a driver spends waiting to load or unload. This eats into their hours of service, reducing the number of miles they can legally cover each day. Long detention periods also make it harder to make it to future appointments on time.

Maximize Effectiveness and Profitability With Drop Trailer Loading

The trucking market may be stabilizing, but drivers are still under pressure to make their deliveries as efficiently as possible. Long detention times are one of the biggest sources of driver unhappiness. It can motivate truckers to seek new employment, in turn making life more difficult for their employers and for shippers alike.

Drop and hook can eliminate some of these woes. It is usually efficient and makes the most of a driver’s time. Shippers can reap the benefits of drop trailer loading, but in order to do so, they have to understand how the market works. To find out how drop and hook can improve your profitability, contact Entourage Freight Solutions today.

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Tariffs, Trade Policy, and the Great Freight Fallout

By Nick Terry • April 28, 2025

In 2025, trade policy is no longer something that the freight industry can leave on the back burner. Trade policy today is shaping strategy at every level. From tariff escalations and retaliatory duties to sweeping regulatory changes and targeted maritime fees, supply chain leaders are navigating a freight market in which unpredictability is the only constant. Sourcing decisions are shifting, pricing dynamics are unstable, and long-standing operational models are being rewritten in real time. This edition brings together key stories highlighting the growing pressure across logistics channels. Each development points to an industry moving fast, and often reactively, to keep pace with volatile policy decisions. Tariffs Stall US Freight Recovery as Shippers Pause Orders The recent move by the U.S. Trade Representative (USTR) to impose entrance fees on Chinese-built ships calling U.S. ports has only added to the confusion and uncertainty gripping global supply chains and freight operations. Shippers are pausing plans and slashing orders, with truckload volumes, containerized imports, and manufacturing output all showing signs of contraction. Ocean freight spot rates have collapsed: Asia-U.S. West Coast rates have fallen 61% since January to $2,050 per FEU, while East Coast rates have dropped 53.7% to $3,100 per FEU . Blank sailings are rising, with vessels leaving Asia half-empty. Amazon and Five Below are among the major retailers reducing orders from Asia. Container imports jumped 15.3% in 2024, but forecasts now predict a 20-27% decline through the summer. Exporters, particularly agriculture and forestry suppliers, are also squeezed, facing 125% retaliatory tariffs from China. Truckload and intermodal rates remain stagnant, while U.S. factory output fell sharply in March. US Apparel Importers Brace for Long-Term Volume Declines According to Trade Partnership Worldwide, a 124.1% tariff on Chinese clothing and footwear is expected to reduce U.S. apparel imports by 1.6% annually . China still accounts for 41.7% of apparel shipments, leaving limited flexibility for diversion. The American Apparel and Footwear Association (AAFA) is warning of price hikes and mounting infrastructure stress as sourcing pivots toward Vietnam, India, and Indonesia. A looming May 2 deadline for de minimis exemptions could further complicate flows and delay deliveries. Even with a temporary 90-day pause in reciprocal tariffs, the policy uncertainty already affects long-term planning. AAFA CEO Steve Lamar calls the shifting policies “chaotic,” and warned that high tariff pressure will hit both importers and U.S. manufacturers reliant on Chinese components. Port and rail capacity limitations at larger gateways are adding to concerns. Retailers now face rising costs, shrinking margins, and operational delays — all while consumer demand continues to shift rapidly. Freight Pricing Gains Lose Momentum According to the TD Cowen/AFS Freight Index, Q1 truckload rates rose 5.9% above the 2018 baseline, but are expected to decline slightly in Q2. Shippers are responding to tariff threats with aggressive front-loading and shorter-haul routes, driving per-shipment costs to three-year lows. LTL carriers remain focused on profitable lanes and high-quality freight rather than chasing volume. The index forecasts a 0.7% year-over-year increase in LTL rate per pound for Q2 , despite sustained demand softness and macro uncertainty. A key driver behind the softening spot market conditions is a shift to shorter hauls and regionalized distribution, pushing per-shipment costs to their lowest point in more than three years. This trend reflects how retailers and manufacturers are repositioning inventory in response to tariff volatility, as NRF’s Jonathan Gold and DAT analyst Dean Croke noted. Meanwhile, the LTL sector is seeing a 4% rise in fuel surcharges, offsetting lower weights and shorter hauls. With the freight market still under pressure after 26 months of contraction, optimism remains subdued as we enter the midyear period. US Truckload Freight Spot Rates Continue to Fluctuate National benchmark rates have experienced a decline across all categories. As of April 18, dry van decreased by 4 cents to $1.62, reefer by 2 cents to $1.88 , and flatbed by 3 cents to $2.16. This marked the first overall decrease since late January, signaling potential shifts in market dynamics. These changes can be attributed to factors such as tariff uncertainties and tighter capacity, especially affecting the flatbed market. Flatbed rates rely heavily on manufacturing activity in the country, which has been particularly hard-hit by the ongoing trade war with China, and to some extent, with the rest of the world. US Finalizes Tiered Fee Plan Targeting Chinese Ships The U.S. is moving forward with a revised plan to levy voyage-based fees on Chinese-owned and Chinese-built ships calling at American ports. The U.S. Trade Representative (USTR) announced the measure as part of a broader Trump administration effort to counter China’s dominance in shipbuilding and logistics while reigniting domestic ship construction and port infrastructure investment. Starting in six months, Chinese operators will be charged $50 per net ton, with an annual increase of $30 for three years . Non-Chinese carriers using Chinese-built vessels will face lower rates, beginning at $18 per ton or $120 per container, with annual increases. The USTR capped fee applications at five voyages per vessel annually, scaling back its original, more punitive per-port-call proposal after intense industry pushback. The fees are tied to findings from a USTR investigation, which concluded that China’s shipbuilding dominance — producing 29% of global fleet capacity and 70% of all container ships on order — stemmed from unfair trade practices. Exemptions apply to ships arriving empty, those in the Great Lakes or U.S. territories, and some bulk exports. LNG vessel transport restrictions will phase in over 22 years to support U.S. production. China’s largest container carrier, Cosco Shipping Lines, has sharply criticized the USTR’s plan. In a strongly worded statement, Cosco labeled the move as “discriminatory,” and warned it would disrupt global industrial and supply chain stability. Cosco denied allegations from that USTR investigation that claimed China manipulated its shipping and shipbuilding sectors to gain an unfair advantage. The carrier said it upholds “integrity, transparency, and compliance” in global competition and remains committed to ensuring the resilience of international trade. Walmart Investing $6B in Mexico, Central America Store Expansion Walmart of Mexico and Central America will invest $6 billion to open new stores across the region , reinforcing its long-term commitment to growth in Latin America. The expansion will include Bodega Aurrera, Walmart Supercenters, Sam’s Club, and Walmart Express formats, building on a robust network of 3,200 stores across all 32 Mexican states. This latest move echoes Walmart’s earlier $1.3 billion investment in 2016 for regional distribution and operational upgrades. The retailer entered the Mexican market in 1991 with a Sam’s Club in Mexico City. In a statement, Walmart said the new expansion reflects confidence in the region’s economic potential and consumer demand. Globally, Walmart continues to invest aggressively in infrastructure and store development. The company has pledged about $4.5 billion for its Canadian operations and $1.3 billion in Chile to build 70 new stores and a distribution center. In the U.S., Walmart is executing a five-year plan to build or convert more than 150 stores while modernizing 650 existing locations under its “Store of the Future” initiative. Experience Seamless Shipping with Entourage Freight Solutions Entourage Freight Solutions believes in total transparency in the shipping process. That is why we invest in tech solutions that track every shipment extensively, monitor every driver, and extract every bit of efficiency without sacrificing quality. Our state-of-the-art platform utilizes cloud-based GPS tracking to keep you informed, reroutes shipments on the fly to avoid delays, and even responds to real-time market changes to ensure you receive your shipment on time and as soon as possible. Our Services Full Truck Load (FTL): When you need a truck all to yourself. Less-Than-Truckload (LTL): Efficient solutions for multi-stop shipments or combining smaller loads to save on costs. Refrigerated Trucking: Keeping your temperature-sensitive products fresh and safe. Cross-Docking: Strategically located facilities in Shelby, Ohio, Cedar Rapids, Iowa, and Romulus, Michigan, for streamlined consolidation, storage, and distribution. Ready to experience a new level of service and control in your freight shipping? Request a quote today to see how Entourage Freight Solutions can help with your freight movement and other supply chain needs.