The long-established truckload industry practice of using linehaul rates to compare shippers’ rates on a given lane is no longer valid and can be extremely misleading.
Most carriers have a standard FSC; however very few of their customers utilize that standard. In today’s world, the shipper drives the FSC using one of many methodologies: shipper standard FSC, PADD-specific FSC, Breakthrough® Fuel, Zero Peg Fuel, all-in-rate, etc. Most, but not all, of these methodologies use the Department of Energy’s (DOE) National Retail Diesel Average as the source to calculate the FSC.
The standard FSC today is that there is no standard. To understand the reason for this one must take a quick look at the history of fuel surcharge in the industry. Fuel surcharge came widely into play during the early 1990s as a by-product of The Gulf War. Fuel had been consistent over a long period of time since the oil embargo of 1973; with the uncertainty of supply created by the war, fuel prices spiked to unprecedented levels and carriers and shippers searched for a means to mitigate the uncertainty of fuel cost. Truckload carriers and their customers created a FSC system with a base price based on the DOE of $1.15 or $1.20 per gallon with the carrier receiving a FSC of .01 for each .05 increase over the base (based on trucks getting then around five miles per gallon). This system was fair and bilateral as there were times when carriers were applying a negative FSC when the DOE went below the base. What was implemented as a temporary solution has become an integral part of today’s pricing landscape.
Fast-forward to today and there is no standard FSC that is applied by carriers and shippers. Carriers and shippers negotiate based upon an “all-in-rate” and push the dollars to either the linehaul or FSC buckets depending on the optics that will help finalize the deal and make the rate appear most favorable in the eyes of (generally shipper) stakeholders.