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Liberian flag challenges ‘flags of convenience’

Container ship

WASHINGTON — The Liberian Ship Registry is urging the Federal Maritime Commission to set a new standard when referring to the quality of foreign-flag ship registries and the ship owners that use them by ditching the long-standing “flags of convenience” (FOC) label.

The tag has been used as a “pejorative short-hand,” the registry told the FMC, to imply that because they are open to foreign ship owners – as opposed to flag states that limit vessel registration to ship owners based in that country, such as the United States – they are used to evade regulations and as a way to register vessels cheaply.

“While there are certainly such flag states in existence, the distinction between those that require national linkage and those that do not as a shorthand for low cost, poor quality, or regulatory evasion, is no longer apt,” the Liberian Flag stated in comments filed in the FMC’s flag registry fraud investigation.

“And today, among the highest-performing vessel registries, are international flags, such as the Liberian Flag as well as the Marshall Islands Flag.”

The registry recommends that instead of a “binary” choice between national flag (closed) registries and FOC (open) registries, a more appropriate categorization should be:

  • International Flag: Flag states that allow for the registration of vessels with foreign ownership.
  • National Flag: Flag states that limit the registration of vessels to owners of that country.
  • Flags of Non-Compliance (FONCs): Flag states – whether international or national – that eschew national and international laws, standards, norms, and responsibilities, and are utilized by shipowners to operate on the cheap, evading international customary laws, national laws of port and coastal states, and related regulations.

The registry pointed out that large international flags such as Liberia and the Marshall Islands are sought after by ship charterers because of their quality, which in turn is an incentive for shipowners to choose them.

The three largest international authorities that measure ship registry quality (by assessing vessel detention records) is the Paris MoU, a cooperative of 27 countries mainly in Europe, the Tokyo MoU, a cooperative of 22 countries mainly in the Asia-Pacific, and the United States Coast Guard.

The Paris MoU has consistently “white-listed” the Liberian Flag’s ships, the registry told the FMC, which demonstrates Liberia’s performance as a high-quality flag state. At the same time, the authority currently has on its “grey list” 13 national-flag vessels.

“This is evidence of the fact that international flags such as Liberia and Marshall Islands even outperform many national flags on a quality basis,” the registry stated. “This also demonstrates that quality is not inherent in national flags, and they too can have quality and performance deficiencies just like FONCs.”

For its vessels calling at U.S. ports, the registry pointed out that it has achieved the Coast Guard’s annual “Qualship 21” designation for highest performing flag states (based on vessel detention records) nine times between 2011 and 2024.

The Liberian Flag lost that quality designation starting July 1, however, according to the Coast Guard’s latest Port State Control assessment, and will be ineligible for Qualship 21 status through June 30, 2026.

In addition to retiring “flags of convenience,” the registry suggested the FMC should consider imposing other requirements on flag states depending on what it uncovers in its investigation, including:

  • Becoming a signatory member of the Registry Information Sharing Compact, a platform used by flag states to share information regarding sanctions-evading vessels.
  • Using Long Range Identification and Tracking and Automatic Identification System data in their sanctions compliance assessment of vessels.
  • Creating an office in the U.S. that can coordinate with government agencies, including the Coast Guard and the Treasury Department.
  • Creating an in-house sanctions compliance department.
  • Producing their ISO 9001:2015 certifications to relevant regulatory bodies to encourage effective flag state quality management.

Click for more FreightWaves articles by John Gallagher.

USPS seeks demand surcharge for holiday season parcel deliveries

Close up side view of a USPS van parked in a strip mall.

The U.S. Postal Service on Friday announced plans to implement surcharges for package delivery during the peak holiday season to cover extra handling costs, a decision likely to stir more complaints from groups who say rates have been rising too fast.

The surge pricing applies to Priority Mail Express, Priority Mail, Ground Advantage and Parcel Select products. Fees vary by distance shipped and weight, as well as for retail and commercial customers. The average increase for Priority Mail is 4.1%, with an average surcharge of 5.1% for Ground Advantage. A USPS Ground Advantage package going long distance, for example, could cost between 35 cents to $5.50 extra. Pending approval by the Postal Regulatory Commission, the temporary increases would begin at midnight on Oct. 5 and remain in place through Jan. 18.

The seasonal adjustment will bring prices for the Postal Service’s retail and commercial customers in line with private sector competitors, the agency said. It also implemented peak season surcharges last year. FedEx and UPS routinely apply demand surcharges for the busiest shipping season.

The board of governors approved the peak-season pricing during a meeting on Thursday where officials presented third-quarter results. 

The postal operator declared a $3.1 billion loss for the fiscal year third quarter ended June 30, a result of rising costs, lower volumes and non-cash accounting adjustments. The loss was $1.6 billion when excluding costs mandated by law and not under the Postal Service’s direct control.

Postal Service management has focused this decade on the need to raise revenue through price adjustments as part of its long-term transformation plan for improved service and financial stability. The postal operator raised letter prices on July 13. Business groups such as Keep US Posted have complained the frequency and size of postage increases has contributed to volume declines.

Click here for more FreightWaves/American Shipper stories by Eric Kulisch.

Write to Eric Kulisch at ekulisch@freightwaves.com.

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Truck sales in the second quarter might have been the worst performing metric of all

If it wasn’t a great quarter for trucking companies in the second quarter, particularly truckload carriers, the outlook for the companies that make or sell trucks was even worse.

Not every company did poorly; things are going well enough with other operations at truck retailer Rush Enterprises (NASDAQ: RUSHA) that it hiked its dividend. Ditto for engine manufacturer Cummins Inc. (NYSE: CMI).

But on its earnings calls with analysts, several companies that looked into the future–including those two aforementioned operations–saw a market for new heavy duty vehicles that is tepid at best and terrible at worst.

The stark numbers on the ground were captured by FTR in its recent preliminary estimate of June and July class 8 orders. The June order book was 8,900 units, a drop of 25% from May and down 36% from the prior year. July was stronger at 12,700 units, but that was down 7% year on year. 

FTR said the 12-month cycle that ended in July showed an order book down 15% year-on-year.

Jennifer W. Rumsey, Cummins CEO, put a number on the expected size of the decline in that company’s call with analysts. (All quotes in this article are from transcripts of the earnings calls).

She said Cummins expected North America heavy and medium duty truck volumes to decline sequentially 25% to 30% in the third quarter. “We have seen truck orders recently reach multiyear lows and OEMs have initiated reduced work weeks through the next three weeks,” Rumsey said according to a transcript of the earnings call. “The duration of this reduced demand in North America truck markets will largely depend on the trajectory of the broader economy, the evolution of trade and tariff policies and the pace at which regulatory clarity emerges.”

‘Just no demand out there’

It was Marvin Rush, the CEO of retailer Rush Enterprises, who was the most blunt in his outlook for the new truck market for the balance of 2025.

In response to an analyst’s question, Rush on his company’s call said new truck production “will be drastically down across all OEMs, because there’s just not any demand out there because uncertainty is there.”

While tariffs uncertainty was mentioned by several executives as a reason for the uncertainty, a recent development that occurred near the start of earnings season–the EPA’s decision to rescind the “endangerment finding” that permitted the agency to take steps to regulate greenhouse gases–has thrown another question mark into the market for new trucks.

EPA promulgated the new rule in 2022. The key deadline is a requirement calling for a more than 80% reduction in nitrogen oxides–NOx–emissions by 2027. The recent recession of the EPA’s power to regulate GHG under the endangerment finding does not immediately invalidate the NOx rule.

No clarity on GHGs or NOx

“We pulled the greenhouse gas stuff, but that still has not given any clarity as to what we’re going to get from an emissions perspective,” Rush said. Referring to the various NOx standards both current and planned in the 2027 rule, Rush asked what the final number would be. “Is it going to go somewhere in the middle?” he said. “The engine manufacturers and OEMs don’t even have direction yet from the government.”

Paccar’s CEO R. Preston Feight (NASDAQ: PCAR) on that company’s earnings call said he believed rules on greenhouse gas emissions in the Biden administration’s EPA 2024 rule that was seen as pushing zero emission vehicles “is likely not to change.” But he also said he does not expect additional GHG regulations on heavy duty trucks.

If the NOx rule is eliminated, Feight said, that should lead to a reduction in cost “which will encourage customers to be buying trucks probably beginning later in this year.”

Rush also cited California as a benchmark for a particularly troubled market. Class 8 sales in California reportedly have been extremely weak for many months given the uncertainty created by the state’s now withdrawn Advanced Clean Fleets rule and its blocked (but challenged by the state) Advanced Clean Trucks rule, together which mandated sales of zero emission vehicles.

“I don’t want to be like the whole country is like California has been the last 1.5 years,” Rush said. “But from a business perspective, it has been very very difficult on the truck sales side.”

Some green shoots

Although the outlook was generally bleak, it wasn’t totally pessimistic. For example, Rush said reports about upcoming demand is “slightly better than it was in Q1. It’s not outstanding but you can see slight green shoots in there, but not a lot.”

From the company’s German headquarters, Eva Scherer, the CFO of Daimler Truck Holding AG (XETRA: DTG.DE)  on her company’s earning call gave an example of those green shoots. She said July had shown a “pickup in order activity.” 

It would be coming after a particularly difficult quarter. Daimler Truck CEO Karin Radstrom in his remarks on the call started with optimism about its North America segments. He said Daimler’s Trucks North America segment was “a strong contributor to our results, delivering 12.9% return on sales despite a 20% drop in unit sales.”

But Scherer said Trucks North America was the only segment in the Daimler empire in the quarter that had a negative EBIT impact, “primarily due to the economic uncertainty in the U.S., which led to reduced sales volumes.”

And Radstrom said for the half, the 135,000 trucks the company sold in North America were down 7% year-over-year.

However, the July order flow was strong enough that Scherer said she believed the output numbers in North America for Daimler could be between 135,000 to 155,000 in the quarter.

Discussion on the calls about tariffs repeatedly swung back to the same term: uncertainty. Feight’s comments on tariffs was similar to what was heard on other calls. 

“If we get confidence and certainty around tariff structures in the third quarter, then I think customers’ reaction to that will be positive,” he said. “I think that would be favorable for PACCAR. So there’s quite a few reasons to weigh in there for our confidence as the year goes along here.”

But the tariffs might also mean price increases are on the horizon.

On the earnings call for trailer manufacturer Wabash National (NYSE: WNC), president and CEO Brent Yeagy said while the company operates with “95% domestic sourcing and (a) U.S.-based manufacturing footprint,” that protection from higher tariffs has its limits.

“We’re not entirely immune to cost increases, particularly in key inputs and services,” Yeagy said. “To date, we’ve been successful in holding off on price adjustments, and we remain focused on operational efficiency and cost discipline to offset as much pressure as possible. However, based on the current trajectory, we expect that pricing for 2026 orders will need to be adjusted to reflect the rising cost environment.”

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Retailers: Tariff-battered import volumes to be 5.6% weaker in 2025

Import cargo volume at the nation’s major container ports is projected to conclude 2025 with a 5.6% decrease compared to 2024’s volume, according to the latest Global Port Tracker report released today by the National Retail Federation and Hackett Associates.

 
“While this forecast is still preliminary, it shows the impact the tariffs and the administration’s trade policy are having on the supply chain,” said NRF Vice President for Supply Chain and Customs Policy Jonathan Gold, in a release. “Tariffs are beginning to drive up consumer prices, and fewer imports will eventually mean fewer goods on store shelves. Small businesses especially are grappling with the ability to stay in business. We need binding trade agreements that open markets by lowering tariffs, not raising them.

“Tariffs are taxes paid by U.S. importers that will result in higher prices for U.S. consumers, less hiring, lower business investment and a slower economy.”

The NRF represents Walmart (NYSE: WMT), Target (NYSE: TGT) and other major retailers.

The Trump administration’s on-again off-again trade policy reached a milestone of sorts on Thursday when new tariffs on goods from dozens of countries went into effect amid a flurry of new trade agreements.


“The hither-and-thither approach of on-again, off-again tariffs that have little to do with trade policy is causing confusion and uncertainty for importers, exporters and consumers,” Hackett Associates Founder Ben Hackett said in the release. “Friends, allies and foes are all being hit by distortions in trade flows as importers try to second-guess tariff levels by pulling forward imports before the tariffs take effect. This, in turn, will certainly lead to a downturn in trade volumes by late September because inventories for the holiday season will already be in hand. Meanwhile, U.S. exporters are being left with unsold products as counter tariffs are applied.”

In June, U.S. ports processed 1.96 million twenty foot equivalent units (TEUs), the Global Port Tracker found, an 0.7% increase from May but an 8.4% decrease year-over-year.

SONAR chart showing downward trend of U.S. import containers since June.

Ahead of reported port volume data, the NRF projected that July surged to 2.3 million TEUs as retailers brought in merchandise ahead of this month’s tariffs. That would be a 12-month high, up 17.3% from June and down just 0.5% y/y.

August volume is forecast 5% off at 2.2 million TEUs, and September at 1.83 million TEU, 19.5% weaker y/y. Similarly, October is projected 18.9% off at 1.82 million TEUs, and 21.1% lower in November at 1.71 million TEUs. That would be the lowest monthly total since 1.78 million TEU in April 2023. December is forecast at 1.72 million TEUs, off by  19.3% y.y.

The anticipated decrease in overall import volumes from September to December is primarily due to cargo being pulled forward earlier in the year because of tariffs. Additionally, the significant year-over-year percentage drops are partly attributable to elevated import levels in late 2024, driven by concerns about potential strikes at East Coast and Gulf Coast ports.

Volume for the first half of the year totaled 12.53 million TEUs, better by 3.6% from 2024. Volume for the remainder of this year would bring 2025 to 24.1 million TEUs, a decrease of 5.6% from 25.5 million TEUs in 2024.

Find more articles by Stuart Chirls here.

Related coverage:

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Container rates unmoved by latest tariff deadline

How to Train Your Admin to Handle Rate Cons, PODs, and Invoicing

Rate confirmations, PODs, and invoicing aren’t clerical work—they’re operational control points. When you mishandle one of these, the entire cash cycle stutters. You risk not only delayed payments but also strained broker relationships and gaps in load documentation that can affect future opportunities. Brokers are moving faster than ever in 2025. If they see you dropping the ball on paperwork or missing consistent follow-ups, they’ll move to someone else. With margins already tight and freight volatility at an all-time high, you need every process working like clockwork.

Let’s quantify the damage: A single late invoice can push payment from net 15 to net 45, which could mean you’re running three more loads before seeing a dime. A missing detention line in a rate con might not seem like much, but across 4–5 loads per week, even $50 per load is $1,000 a month gone. That’s a truck payment. When your admin is trained and proactive, they don’t just help—they lock down the financial foundation your fleet stands on.

The Mistake Many Small Carriers Make

Most carriers treat admin support like an afterthought. They’ll hire someone, throw a few files their way, maybe give a login to QuickBooks or a TMS—and then expect clean billing, zero errors, and timely follow-ups. That’s not training, that’s delegation without direction.

The result? Missed charges, messy folders, and brokers chasing you for paperwork you thought was handled. Then it spirals. You’re behind on invoices, PODs are missing or misfiled, and you’re too deep in the load board to notice. Every one of these gaps is costing you money.

Let’s be direct: If your admin doesn’t understand rate confirmation details, detention policies, POD compliance, or invoicing cadence, they’re flying blind. And if they’re flying blind, your business is bleeding slowly. Training them well isn’t optional. It’s your responsibility as an owner. Give them systems. Walk them through real examples. Don’t assume they’ll figure it out—assume they won’t unless you show them how.

Step 1: Start With a System, Not a Person

Your admin can only be as good as the process you hand them. Systems create consistency. They remove the guesswork and standardize how documents move through your business. Whether you’re on the road or off-grid, the process should work without you micromanaging every step.

Set up this foundational structure:

  • Rate Cons Folder: Use Google Drive or Dropbox. Label it “Rate Cons 2025.” Every file follows the same format: Date_Shipper_Load# (e.g., 2025-07-01_FedEx_20234.pdf).
  • PODs Folder: A separate folder labeled “PODs 2025.” Drivers scan PODs using apps like CamScanner or Adobe Scan and upload them before leaving the dock.
  • Invoicing Tracker: Google Sheets works fine. Build columns for load number, shipper, amount, due date, status, accessorials, invoice number. Keep it simple but clean.

Control Rule: Nothing gets marked complete until it’s cross-checked. Whether it’s verifying a POD against a rate con or confirming an invoice was sent, require signoff in your system.

Step 2: Teach Rate Con Fundamentals

A rate con is your agreement with the broker—it tells you what you’re owed and what you agreed to. Your admin must understand how to read it, file it, and question anything that looks off.

How to train them effectively:

  • Show them a real rate con. Walk through the load number, agreed rate, pickup and delivery instructions, accessorial fees (like TONU, detention, layover), and deadlines.
  • Create a checklist: every rate con must be checked for matching amounts, signed and saved correctly.
  • Give them practice: print 10 sample rate cons and let them file each one using your naming and folder system. Provide immediate feedback.
  • Weekly Task: Every Monday, they cross-check rate cons with the ELD or dispatch notes. If drivers waited at a dock 3 hours and there’s a detention clause, your admin should flag it for billing.

What this looks like in practice: Let’s say a broker allows $50/hour for detention after 2 hours. If your admin isn’t catching that window, you’re losing out. Even catching 2 loads a week with detention equals $400/month. Over a year, that’s nearly $5,000—money most small carriers desperately need.

Step 3: Lock Down the POD Process

A missing or poor-quality POD is the fastest way to get payment delayed—or denied. Yet, so many small fleets treat it casually. That stops now.

Train your admin to run a tight POD protocol:

  • Driver Training First: Drivers must scan and submit the POD immediately after delivery. Apps like CamScanner or even iPhone Notes are free and effective.
  • Admin Daily Review: Set a daily task—your admin checks that all loads delivered have a matching POD uploaded by 6 p.m.
  • Quality Check: Teach them to reject blurry scans, unsigned PODs, or files missing a load number. Those go back to the driver.
  • Match System: Every POD should be linked to its rate con. If they don’t line up (wrong date, wrong shipper), your admin escalates it.

Impact: A tight POD system doesn’t just speed up invoicing—it builds broker trust. A fleet that consistently sends clean PODs fast becomes the one brokers keep calling back. It’s about reputation as much as revenue.

Step 4: Make Invoicing Repeatable and Reliable

Invoicing should be frictionless. You need clean, accurate invoices going out fast. No broker wants to chase you for billing, and no small fleet can afford to wait 30+ days because someone forgot to hit send.

Train your admin on a repeatable method:

  • Use a clean invoice template that includes: company name, MC/DOT number, load #, shipper, rate, accessorials, payment terms (Net 15, Net 30), and invoice number.
  • Walk them through 5 real examples. Have them build and send invoices from actual rate cons and PODs.
  • Set the rule: All invoices must be sent within 24 hours of POD upload. No exceptions.
  • Track everything: Use your invoice tracker to monitor “Date Sent,” “Due Date,” and “Paid Date.” Late payments get flagged every Friday.

Real result: Most small carriers are sitting on 3–4 unpaid invoices at any time. Fixing this workflow can bring in $10,000+ in cash that’s just stuck. That’s not theory—that’s your money waiting.

Step 5: Create a Weekly Admin Rhythm

Consistency matters more than intensity. Set a weekly rhythm that keeps your back office tight.

Suggested cadence:

  • Monday: Rate cons are reviewed. Any detention or TONU charges are flagged.
  • Tuesday–Thursday: Match PODs to rate cons, check for scan quality, organize files.
  • Friday: All invoices for the week are sent. The payment tracker is updated. Any unpaid invoices past terms are flagged.
  • End of Month: Archive completed loads. Spot check for errors. Build a report of missed revenue (e.g., missed accessorials, late uploads).

Train your admin to own this process. It’s their weekly playbook. If they follow it, your business runs smoother—even if you’re 800 miles away chasing freight.

Step 6:  Coach Weekly, Don’t Criticize Loudly

Training is not a one-time dump. It’s an ongoing conversation. You’re not building a robot—you’re developing a professional who supports your business goals.

How to build confidence and skill:

  • Schedule a 30-minute weekly check-in. Use it to review 2–3 loads. Praise accuracy, coach mistakes.
  • Explain the “why.” If they caught a $200 charge, tell them how it affects the bottom line.
  • Ask them what’s working and what’s not. If your folder system is confusing, fix it.
  • Celebrate wins. Caught a $400 TONU you missed? That deserves credit.

This kind of leadership creates ownership. Your admin will start looking for ways to improve the process—not just follow instructions. That’s when you know they’re ready to operate without you watching.

What to Watch Out For

Even with training, things can slip. Stay on top of these red flags:

  • Missing PODs: One missed POD can hold up $3,000. No excuses.
  • Sloppy Invoices: Wrong amounts, missing info, or unprofessional emails delay payments.
  • Untracked Detention: If no one’s reviewing ELD time vs. appointment time, you’re leaving money on the table.
  • Email Issues: Don’t invoice from Gmail. Use your own domain. It signals professionalism and avoids spam filters.
  • System Overload: If your admin is overwhelmed, your process might be too complex. Trim the fat.

Set a monthly review to audit these. Catch errors before they become patterns.

Final Word

If your admin isn’t trained to manage rate cons, PODs, and invoicing with precision, your business is leaking money—plain and simple. In today’s market, where every dollar counts and brokers are quick to move on, you can’t afford to “hope” this gets done right.

Give your admin a repeatable system. Train them in real-world tasks. Review their work consistently. Treat them like a core part of your operation, because they are. Remember: fleets that win in 2025 aren’t the biggest—they’re the most buttoned up. And it starts with training your admin to protect every load, every invoice, every dollar.

English Proficiency in Trucking – Crackdown, Context, and the Questions No One Wants to Ask

Since June 25, more than 1,500 truck drivers have been put out of service for failing English-language proficiency tests during roadside inspections. The Federal Motor Carrier Safety Administration (FMCSA) says the vast majority worked for U.S.-based carriers. Some see this as a long-overdue safety measure. Others see it as a political stunt aimed at a convenient scapegoat.

Either way, it’s happening — and if you’re running freight in America, this crackdown affects you whether you’re directly targeted or not.

But here’s where it gets interesting.

  • 1,500 sounds big — until you remember there are nearly 2 million active CDL holders in the U.S. That’s barely a drop in the bucket.
  • The Western region (think Texas, Arizona, California, Wyoming) leads the nation with 412 violations — which tells you more about where enforcement is focused than the actual distribution of drivers with limited English skills.
  • And almost 99% of the drivers cited weren’t foreign-based carriers at all. They worked for U.S.-domiciled companies, hauling U.S. freight, often with U.S. tags.

So, what does this actually mean for safety, rates, and the day-to-day grind for small carriers and owner-ops? Let’s walk it through without jumping to the easy talking points.

The Rule Was Always There — We Just Stopped Enforcing It

This isn’t a brand-new law. The requirement for commercial drivers operating in the U.S. to read, write, and speak English well enough to:

  1. Converse with the public.
  2. Understand road signs and signals in English.
  3. Respond to official inquiries.
  4. Make entries in required reports and records.

…has been on the books for decades.

What changed? In 2016, under a different political climate, active roadside enforcement of this rule essentially stopped. Inspectors could still flag English proficiency issues, but out-of-service orders for this reason weren’t the norm. That meant thousands of drivers entered and stayed in the industry without ever being tested beyond the CDL exam itself.

Fast forward to May 2025 — Transportation Secretary Sean Duffy directs FMCSA and the Commercial Vehicle Safety Alliance (CVSA) to start actively enforcing it again. By June 25, inspectors were told to begin all roadside inspections in English, and if a driver’s responses raised red flags, to dig deeper.

From there, the current numbers started stacking up.

What the Enforcement Actually Looks Like

This isn’t about a formal classroom test. It’s about interaction at the side of the road.

Inspectors are instructed to:

  • Greet and give basic inspection instructions in English.
  • If the driver struggles, conduct a short interview to gauge conversation skills.
  • If the driver passes conversation but struggles with written or signage comprehension, test highway sign recognition.

If the driver fails any of the core requirements — speaking, reading, understanding signage, or responding to official inquiries — they can be issued one of several specific violation codes and placed out of service (OOS) immediately.

The most common?

  • Cannot read or speak English sufficiently to respond to official inquiries.
  • Unable to understand English-language highway traffic signs/signals.

Inspectors must document the reasons for the violation, but this process is still subjective — which is where a lot of the debate lives.

The Numbers by Region – More About Enforcement Patterns Than Driver Demographics

Breaking it down:

  • Western Region: 412 violations. This region covers the largest geographic area, including states with heavy port traffic and major interstate freight corridors.
  • Southern Region: 364 violations. Includes big freight states like Texas, Florida, Georgia, and North Carolina.
  • Midwestern Region: 273 violations.
  • Eastern Region: 163 violations.

If you look at it purely as a safety story, you might think drivers with poor English are concentrated in certain states. But that would be a mistake. These numbers don’t reflect where drivers are from — they reflect where inspectors are making it a priority to check.

Enforcement is always shaped by resources, state politics, and inspection station activity. If Wyoming has a small population but shows up in the top states for violations, that tells you something about how aggressively their DOT is looking for them.

The Low Number That Should Worry You

1,500 sounds like a lot until you remember:

  • There are roughly 14 million trucks on U.S. roads.
  • Even if you narrow that to interstate CDL drivers, you’re still talking millions.

That means less than one-tenth of one percent of drivers have been sidelined for English proficiency since June.

That could mean two things:

  1. There aren’t that many drivers with limited English skills — and this isn’t the massive “safety crisis” some claim.
  2. Or, enforcement hasn’t even scratched the surface yet — and the hammer could fall harder if this becomes a true inspection priority nationwide.

If it’s the second one, the ripple effects could be big. More drivers sidelined means shifts in capacity, changes in rates, and a scramble for carriers to tighten up hiring standards.

The Political Firestorm

On social media, this has become a lightning rod. Some see it as a straightforward safety measure: if you can’t read the signs or understand instructions in English, you’re a danger on the road.

Others see something more cynical — a selective enforcement push that targets certain groups of drivers while ignoring other, equally dangerous issues like:

  • Drivers falsifying logs.
  • Equipment with critical maintenance violations.
  • Unsafe broker practices (ex: assigning team loads to solo drivers unintentionally) pushing carriers into bad situations.

One thought gaining traction is that this is about “wage dumping” — the idea that carriers are hiring drivers with limited English at lower rates, undercutting others. But here’s the reality check: kicking those drivers out of service isn’t going to make rates climb. Rates rise when freight demand exceeds truck capacity — and history shows that as soon as rates spike, capacity floods back in.

If this is meant to improve rates for American truckers, it’s a very indirect path with no guarantee of success.

The Subjective Nature of “Proficiency”

One of the thorniest parts of this whole debate is how “proficiency” is measured. The regulation doesn’t spell out a scoring system.

That means two inspectors could have two different interpretations of what counts as “sufficient.” One might be satisfied if the driver can answer basic questions. Another might dig into more technical or conversational detail.

From a carrier’s perspective, that unpredictability means you can’t take chances — you need to prepare drivers for the strictest possible interpretation.

Why This Isn’t the Silver Bullet for Safety

Let’s zoom out. The top causes of large truck crashes, according to FMCSA studies, are:

  • Brake problems.
  • Traffic congestion.
  • Speeding.
  • Unfamiliar roads.
  • Driver fatigue.

Language proficiency didn’t make the top five. Does it matter? Yes — especially for understanding signage and responding to instructions. But removing 1,500 drivers for language skills, without addressing mechanical violations or fatigue, is like changing one tire on a truck with a blown engine.

How This Could Expand

If enforcement ramps up:

  • Carriers will face more pre-hire screening pressure.
  • Insurance companies may start asking about English testing in underwriting.
  • Certain freight lanes could see temporary capacity drops if large pockets of drivers are sidelined.

If enforcement stays light:

  • This will remain more of a political talking point than an industry-shifting factor.
  • The 1,500 number will grow slowly, and we’ll still be talking about the same bigger-picture safety issues next year.

The Balanced Reality

Here’s the uncomfortable truth:

  • Yes, a driver who can’t read signs or communicate in English is at a disadvantage on U.S. roads and should not operate a commercial vehicle.
  • Yes, the rule has been on the books for years and should be followed.
  • No, this alone won’t fix safety as a whole, capacity, or rates.

It’s one piece of a much bigger puzzle — and the industry is making a mistake if it treats it as the magic fix for everything from safety to freight rates.

Final Word – Don’t Get Caught Off Guard

If you’re a small carrier or an owner-operator, the playbook is simple:

  • Review the English proficiency rule in black and white — not social media summaries.
  • Make sure your drivers are compliant, legal and can pass a roadside conversation, signage recognition, and basic questioning without hesitation.

Because whether you think this is the right fight or not, the fight is here — and if the number jumps from 1,500 to 12,000, the conversation in trucking will change overnight.

Nothing can stop falling trans-Pacific container rates: Analyst

Ocean container spot rates on the benchmark Far East-U.S. route moderated their steep declines that saw an average 53% drop since June to destinations on the East and West coasts.

The latest update from shipping consultant Xeneta has market average spot rates from the Far East to U.S. West Coast at $2,098 per forty foot equivalent unit (FEU), down 3% from July 31, and $3,311 to the East Coast, 9% lower in that time.

Those declines compared to a 62% decrease to the West Coast since June 1, and 53% to the East Coast since June 15, after falling a further 9% since June 31, to $2,015 per FEU.

“Carriers have taken action to arrest the plummeting average spot rates on the trans-Pacific trade to the U.S. West Coast through strong capacity management, with blanked sailings now almost double the level in mid-June,” said Peter Sand, Xeneta chief analyst, in a research note.

“The dramatic spot rate decline has slowed in August so the stronger capacity management is having some success for carriers, but this is limited and not enough to stop the downward trajectory in coming months. 

“With significant overcapacity in the global container shipping fleet and a muted forecast for demand, keeping spot rates elevated will be like holding back the tide, no matter how hard carriers try.”

The four-week rolling average of blanked sailings from the Far East to the U.S. West Coast has increased from 30,000 TEUs per week on June 22 to 57,000 TEUs on August 1.

And because no change in supply chains occurs in a vacuum, logistics providers have observed that the increased blankings have contributed to an uptick in serious ongoing congestion issues at some of the busiest Chinese container ports. That’s led to loaded boxes sitting on the docks, they said, as shippers use the ports as de facto warehouses while awaiting vessel capacity. 

Xeneta said market average spot rates from the Far East to North Europe were $3,330 per FEU; and $3,372 from the Far East to the Mediterranean.

Far East to North Europe rates flattened after increasing 78% between May 31 and July 1, and prices are down 2% since then. Average spot rates from the Far East to the Mediterranean have declined a further 7% since July 31, and 26% since June 15.

The spread in average spot rates on Far East trades to North Europe and the Mediterranean are near equal at $42 per FEU. On June 1 that number was $1,765.

Since its container volumes to Europe remained strong through much of the summer, some observers have speculated that China was selling goods at drastic discounts, to keep its factories running after U.S. tariffs amounted to an embargo with its most important trading partner.  

Find more articles by Stuart Chirls here.

Related coverage:

Savannah containers post best FY since pandemic

Maersk raises guidance on higher Q2 volumes 

Container rates unmoved by latest tariff deadline

Shipbuilder sued by owner, operator of ship in deadly Baltimore bridge collapse 

Union Pacific upping West Coast ports-to-Chicago intermodal stakes

Union Pacific will launch faster domestic intermodal service next month linking California’s Inland Empire with Chicago.

UP (NYSE: UNP) says the new high-priority Z-train service between its Inland Empire Intermodal Terminal and Global 2 in Chicago will be up to 20% faster “than current industry options,” with a transit time of just over three days.

“As we continue expanding IEIT, this service will deliver consistent, reliable, and truck-competitive transportation, challenging the norms of over-the-road shipping and competing head-to-head with team driver truck services,” Kenny Rocker, UP’s executive vice president of marketing and sales, said in a statement.

A BNSF spokesman says the railway’s fastest Z-train schedules from San Bernardino, Calif., to Chicago are 49 hours.

UP’s new trains will launch on Sept. 3, initially offering service five days per week. The hotshots will run on the  Los Angeles & Salt Lake route  from the Inland Empire to Salt Lake City, and from there to Chicago via the Overland Route.

The faster schedule is among several UP has launched since Jim Vena became CEO in August 2023. UP has slashed transit times by two days for its premium domestic Z trains that link Southern California with Chicago. It also took a full day out of the Eagle and Falcon Premium service that links Mexico with Chicago and, via Canadian National (NYSE: CNR), Detroit and points in Canada.

UP opened the Inland Empire terminal in 2021 with a capacity of 45,000 lifts per year. The terminal, adjacent to the West Colton hump yard, has since been expanded to 120,000 annual lifts.

The Inland Empire terminal location is key for UP. Containerized imports are trucked from the ports of Los Angeles and Long Beach to Inland Empire warehouses for transloading into domestic containers before riding the rails to inland destinations.

The West Colton terminal is within 10 miles of most of the 625 million square feet of warehouse space in the Inland Empire. Previously, UP’s nearest terminal in the Los Angeles Basin was 37 miles away at City of Industry.

By reducing the dray distance, the Inland Empire Intermodal Terminal reduces customers’ costs and allows UP to compete more effectively with BNSF’s busy — and much larger — San Bernardino intermodal terminal just a few miles away. San Bernardino handles more than 2,000 containers per day, or more than 730,000 annually.

Subscribe to FreightWaves’ Rail e-newsletter and get the latest insights on rail freight right in your inbox.

Related coverage:

Grain, automotive keep U.S. rail traffic ahead of 2024

Planned US-Mexico rail route advances with environmental report
Infrastructure fund pays $1B to acquire largest US regional railroad

Efficiencies, demand aid Freightcar America earnings

Tech Roundup: Cold chain welcomes on-demand expedited freight bookings

The Tech Roundup is a weekly rundown of advancements and news in the FreightTech space. This week: Reefer Van Network brings freight on demand, Trinity Logistics has a new solution combating fraud, and Shiplify gives visibility into accessorial charges. 

Reefer Van Network launches on-demand expedited bookings. 

In a big leap forward for cold-chain logistics, Reefer Van Network (RVN) launched a game-changing customer portal that allows shippers to book both dry and temperature-controlled vans and small trucks on demand, any time, any day. 

Located in Knoxville, Tennessee, RVN is positioning itself as the leading expedite partner for cold-chain freight. RVN has a mission to strip away traditional inefficiencies and inject speed, transparency, and responsiveness into perishable‑goods logistics, which it hopes to accomplish with the new platform.

Founder Alex Winston explains it succinctly: “Businesses need fast, easy access to shipping solutions that get their freight picked up on demand, and delivered on time and on temp. Our portal gives them exactly that. It’s one more step toward our goal of making cold chain freight more responsive, transparent, and dependable.”

According to Future Market Insights, “The global temperature-controlled packaging solution market is expected to rise from USD 13.8 billion in 2025 to USD 23.6 billion by 2035, growing at a CAGR of 5.5%. In 2024, the market stood at USD 13.1 billion, reflecting resilient year-on-year demand, primarily driven by the life sciences, food, and chemical sectors.”

RVN’s portal is especially unique in  its strategic filling of a long-standing market gap. Traditional Less‑Than‑Truckload (LTL) services often fall short, too slow, too unreliable, or unavailable on short notice. 

Full Truckload (FTL) options may offer speed, but they’re usually oversized and costly for smaller cold‑chain shipments. RVN’s solution is a scalable middle ground: small, refrigerated vans and box trucks available around the clock, tailored to the size and needs of the shipment.

The portal also serves up much-needed transparency: users gain real‑time visibility into their shipments, receive proactive updates, and can rely on 24/7 customer support. As Winston puts it, “This isn’t just a booking tool—it’s a gateway to a better shipping experience. When timing and temperature matter most, RVN delivers.”

Trinity Logistics debuts a new load verification tool to combat rising scam activity

The Transportation Intermediaries Association (TIA) published its report “State of Fraud in the Industry,” which found nearly one in four freight brokers lost over $200,000 to fraud in just six months. Most of those losses hit small and mid-sized brokerages.

Stepping up to the plate to combat to help combat scams affecting brokerages is Trinity Logistics. The 3PL has introduced a new load verification tool that helps carriers safeguard themselves from fake load activity in the freight industry. 

“Trinity created the load verification tool as a direct response to the rise in fraud targeting carriers,” said Kristin Deno, Operational Risk Analyst at Trinity in a news release. “Scammers have unfortunately impersonated trusted brokers, like Trinity, in an effort to trick carriers into taking fake loads. This tool gives our Carrier relationships a simple and secure way to confirm a shipment is legitimate – before they ever roll a truck.”

Accessible directly via Trinity’s website, carriers enter the Trinity load number and their company’s DOT or MC number into an encrypted online form. Within seconds, the tool validates whether the load is genuine and backed by Trinity. This simple verification step empowers carriers to protect their time, equipment, and operational integrity before dispatching any truck.

Shiplify Launches ROI Calculator to Tackle Accessorial Fee Confusion

In a move aimed at bringing greater transparency and profitability to the freight billing process, Shiplify has launched its new Accessorial ROI Calculator, a digital tool designed to help logistics professionals better understand the true impact of accessorial charges on their margins. The tool is being positioned as a way to reduce billing disputes, protect profits, and strengthen relationships across the supply chain.

Accessorial fees, charges for services like liftgate usage, residential delivery, or detention. are often underestimated or misunderstood, leading to surprise costs, disputes between partners, and eroded profit margins. Shiplify’s calculator aims to change that by giving users upfront, real-time visibility into how these extra charges affect the total cost of a shipment. The tool uses a blend of proprietary data and industry benchmarks to provide accurate estimates before a load is tendered or delivered.

“Accessorial charges are one of the biggest sources of frustration and confusion in logistics billing,” said North Winship, President of Shiplify. “Our ROI Calculator empowers users to evaluate the impact of these charges in advance—helping them plan smarter, avoid friction, and keep their margins intact.”

The tool is intended for use by shippers, carriers, and third-party logistics providers alike, offering each party a clear picture of expected costs before invoices are issued. That clarity, helps reduce the kind of post-delivery disputes that slow down payments and strain relationships.

“Without clear visibility into and proactive management of these accessorials, businesses are left vulnerable to financial surprises and disputes, hindering strategic planning and impacting customer trust,” Bart De Muynck, Founder, Bart De Muynck Strategic Advice said in a news release

Finding Your Niche – The First Step in Growing with Intention

Let’s get one thing straight. The fastest way to stay broke in this industry is to chase every load that pops up on the board. Small carriers aren’t failing because of lack of hustle. They’re failing because they’re running without direction. When you try to haul everything for everybody, you lose your edge—and your profits. Fuel costs climb, your drivers burn out, and your name doesn’t stick with a single shipper or broker.

That’s where a niche changes the game. A niche helps you control your margins, improve planning, and build a reputation that brings you repeat freight. It’s not about doing less—it’s about doing one thing better than anyone else in your lane. When you double down on your strengths and learn what works for your trucks, drivers, and freight profile, you stop wasting time and start building leverage.

Why a Niche Matters More Than Ever

In 2025, freight is volatile. Fuel’s high. Broker margins are tight. And competition is fierce, especially from new authorities willing to haul for peanuts. If you’re running a one-truck operation or a small fleet, you can’t win by playing the volume game. You have to outsmart the big carriers. That means becoming the go-to carrier for a specific kind of freight in a specific lane. That kind of focus doesn’t just improve profits—it simplifies your whole operation.

A solid niche gives you: 

– Better rates because shippers trust your consistency. 

– Smoother operations with less downtime or deadheading. 

– Simpler planning—no scrambling to find your next load. 

– Repeat business that doesn’t rely on spot market chaos. 

– Stronger negotiation power with brokers who know your value. 

– Predictable weekly revenue you can build a business around.

Do you want to be one of 500 carriers chasing the same dry van freight at $1.60 a mile—or the only carrier a shipper calls for 200-mile reefer runs that pay $2.90 and reload in the same yard?

Where Many Carriers Get It Wrong

Too many carriers don’t think about niches until they’re in trouble—rates are in the tank, trucks are sitting, or drivers are quitting. That’s backward. You don’t wait for chaos to get strategic. You plan to prevent it. When you treat your business like a business instead of a hustle, you stop reacting and start building systems that protect your bottom line.

What happens without a niche: 

– You burn fuel on inconsistent routes. 

– Your drivers jump from load to load with no rhythm. 

– Equipment gets misused or overloaded. 

– Brokers don’t remember you—and shippers don’t call back. 

– Dispatching turns into daily firefighting instead of forward planning. 

– Driver retention drops because there’s no stability.

A carrier who narrows their focus early can scale with confidence, not chaos. It’s the difference between growing intentionally and grinding blindly.

Step 1 – Audit Your Own Load History

Before you look outside for answers, look at your past 30-60 days of loads. Your best niche may already be hiding in plain sight. Your dispatch records, rate confirmations, and fuel receipts tell a story. You just have to look.

Ask: 

– Which lanes paid the most per mile? 

– Which customers paid fast and didn’t cause headaches? 

– Which loads kept you close to home or minimized deadhead? 

– Which freight types fit your gear best? 

– What times of day or week delivered the smoothest hauls?

Break down those numbers. You might find your dry van runs from Memphis to Nashville consistently net better than your longer hauls. That’s a clue. You may discover your reefer loads out of mid-sized plants pay better and load faster than big distribution centers. Follow the data.

Step 2 – Know Your Equipment and Driver Capabilities

Every niche has its own equipment and handling demands. If you’re running one reefer and a driver who hates overnight runs, don’t chase seafood hauls across states. You’ll burn out fast.

Define: 

– What is your trailer optimized for (reefer, dry van, flatbed)?

 – What lanes fit your hours of service best? 

– What kind of freight can your team consistently handle with quality and care? 

– Where do your drivers prefer to run—and where do they hate going? 

– What maintenance patterns show which loads wear your trucks hardest?

Don’t overextend. Know your limits and match your freight accordingly. Smart carriers maximize what they already own. It’s not about buying more—it’s about using what you’ve got better.

Step 3 – Scout Local, Not National

You’re not Walmart’s primary carrier—and you don’t need to be. Instead, hunt for consistent regional freight that’s under everyone else’s radar. National lanes are crowded. Local ones often pay better and move faster.

Try this:

 – Search “[your city] + industrial warehouses” on Google Maps.

 – Look up your local economic development board—they list manufacturers. 

– Drive industrial parks and take notes on inbound/outbound traffic. 

– Call brokers and ask what freight needs coverage consistently. 

– Visit truck stops and talk to other carriers about under-the-radar shippers.

The key? Find shippers moving repeat loads within 200 miles. That’s manageable, repeatable, and profitable. It also helps you build strong regional branding.

Step 4 – Ask Your Drivers for Intel

Your drivers see the docks. They talk to shipping clerks. They know where they sit for hours and where they get loaded in 30 minutes. Don’t let that intel go to waste.

Tap into that: 

– Ask where the freight flows consistently.

 – Ask who’s always short on trucks. 

– Ask which shippers seem to respect time and service. 

– Ask which areas have better fuel access and parking.

Their insights can uncover backhauls, underserved lanes, and better-paying freight your routing software missed. Good dispatch starts with good field info.

Step 5 – Test the Niche for 30 Days

You don’t need to overhaul your business overnight. Test a niche like you test new equipment: run it, track it, and evaluate. Don’t just go by feel—go by facts.

– Pick 2-3 shippers or brokers tied to your niche. 

– Track profit, fuel cost, detention, and driver feedback. 

– Compare your average net per mile to your overall baseline. 

– Look at time saved in dispatching or route planning. 

– Watch for consistent rate trends—not just one lucky week.

If your test shows better profit margins and smoother operations, scale it. If not, test another lane or freight type. Don’t guess—track, compare, and adjust.

Step 6 – Brand Yourself Around the Niche

Once you find a niche that works, own it. Don’t hide it in your DOT profile—put it front and center. Your identity in the market should reflect your niche. That’s how you attract better freight.

How to stand out: 

– Add a niche tagline to your email: “Reliable reefer carrier, Chicago to Detroit.” 

– Tell brokers exactly what you specialize in on the first call. 

– Post your equipment, lanes, and availability weekly on LinkedIn or load boards. 

– Ask repeat customers for reviews and post them on your website. 

– Use consistent lane branding on your invoices, email signature, and rate sheets.

Consistency builds memory. Memory builds referrals. Referrals build long-term revenue.

Step 7 – Watch for Red Flags

Not all niches are worth the time. 

Look out for: 

– Freight with high rates but long dwell times.

 – Shippers who don’t pay on time. 

– Lanes with no reliable backhauls.

 – Freight that beats up your equipment. 

– Loads that burn out your drivers or violate HOS rules.

A profitable niche isn’t just about gross revenue—it’s about net, ease of operation, and sustainability. If the freight makes you money but drains your team or destroys your truck, it’s not worth it.

Final Word

In a market flooded with new authorities and unstable rates, the fleets that survive and grow won’t be the ones hauling the most loads—they’ll be the ones hauling the right ones. Your niche isn’t a limitation. It’s your power play. It lets you work smarter, plan cleaner, and build a brand that sticks.

So stop chasing everything. Start mastering something. Whether it’s reefer loads from Bakersfield to Vegas, auto parts from Ohio to Detroit, or LTL between Dallas and Houston—pick your lane, own it, and grow with purpose.

Your business doesn’t grow when you say yes to everything. It grows when you become the best at something one shipper can’t live without.

Find your niche. Lock it in. That’s how you build a business that lasts.