The automotive industry has been going strong while other sectors of the economy are slowing. What are some of the reasons for this and how long will it last?
FreightWaves new spot rate forecast supports a slow start to trucking’s peak season.
Declining contract volumes may bring large carriers into the spot market, forcing spot rates into negative margin territory if they are not already there.
The truckload market is already experiencing a rapid deterioration in pricing. How long until the LTL market recognizes this inevitability?
Carriers and brokers tend to have the weather on a TV somewhere in their facilities throughout hurricane season because of the dramatic impacts storms can have on their operations and bottom lines. Ian hit at a time when trucking will not be as reactive to this devastating storm.
The ghost of Paul Volcker is stalking truckload carriers as Fed Chairman Jerome Powell looks to his mentor’s 40-year-old strategy to quell inflation. The lagging impacts from the recent interest rate hikes will inevitably erode demand several months into the future.
Carriers gobble up contracted freight, leaving the spot market barren for the holiday week. While not overtly obvious, there is still some semblance of hope for a decent peak season for carriers.
Importers have been shifting to the East Coast since 2021, but the full realization of this has peaked over the summer. The shifting import pattern has strong downstream effects for surface transportation providers.
Demand side indicators have been falling since 2021, but inflation continues to be the primary concern for the economy. The problem is there is little the Federal Reserve can be expected to be able to do, thanks to the cause of inflation shifting to the supply side.
The spread between spot and contract truckload rates is unsustainable. The question is just how far and fast will they fall?
Truckload spot rates have eroded dramatically since the start of the year while the bulk of the contracted market remained unscathed. That may be changing.
Knowing what the customer wants and when was once a relatively easy thing to predict. COVID has changed all that.
The recent AB5 ruling will make it difficult for regional operators to handle the ongoing short-haul and drayage demand in California.
Capacity normally tightens in the week leading up to the Fourth of July. The lack of upward movement from spot and rejection rates this past week suggests the market is either propped up by the holiday or seasonal patterns have not returned.
Contract rates have grown at their fastest pace in history over the pandemic era. The contract to spot rate spread fluctuation is an argument for smarter and more efficient growth strategies for carriers.
Import volumes have not realized the dip in shipping orders yet. What does this mean?
Inventory growth has forced companies to change their ordering strategy to a more flexible model.
The contracted freight market is in great condition at the moment, but the short-term indicators raise questions about its sustainability.
The truckload spot market has fallen apart over the past two months. Larger fleets are in far better shape for weathering the storm.
Shippers book maritime containers well before it turns into trucking and rail freight in the U.S. The relationship between international and domestic freight strengthened during the pandemic and they are both pointing toward a summer slump.
