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DAT and OTR, embroiled in dispute over factoring, reach settlement and end battle

The legal battle between factoring company OTR Solutions and DAT Freight & Analytics has come to a quick end, with DAT disclosing Wednesday that OTR had “voluntarily” ended its suit.

The closure to the lawsuit comes a week after OTR had won a victory in the Superior Court of Cobb County, when a court ordered DAT Solutions to suspend the operations of Outgo, a financial services and factoring company DAT acquired in May.

A spokesman for DAT, which put out a brief announcement about the end to the lawsuit, declined to answer questions submitted by FreightWaves about any provisions in the settlement. 

“Following the resolution, OTR voluntarily dismissed its lawsuit against DAT,” the statement said. 

The lawsuit’s end came even as it appeared OTR had the upper hand in the dispute, at least in court. In the June 10 Cobb County decision, the court said OTR was likely to succeed on the claims it made in the lawsuit. 

The court ordered DAT to suspend operations of Outgo and come into compliance with a 2021 non-compete agreement between OTR and DAT. 

No suggestion of a new role for OTR

Whatever provisions were in the recent agreement between DAT and OTR, it does not appear OTR will have any sort of special presence on the DAT load board as it did before the Outgo acquisition. 

“DAT thanks OTR for their years of partnership and their collaboration in reaching a constructive outcome,” DAT said in a prepared statement.

With the end of the lawsuit, and the ruling by Cobb County Superior County Judge Adele P. Grubbs, DAT is now free to market the factoring services of Outgo on its platform. “Outgo, a DAT product, is fully operational through the DAT One platform—delivering fast, transparent payment services that help carriers manage cash flow and keep their businesses moving,” DAT said in its statement.

OTR also declined to answer further questions beyond its prepared statement. “OTR and DAT were able to reach an amicable resolution,” the statement said. “We look forward to focusing our attention on serving the needs of our clients.”

Before the Outgo acquisition, the relationship between OTR and DAT involved OTR paying referral fees to DAT, while the latter’s load board had a blue checkmark next to OTR’s name to signal DAT had reviewed OTR’s creditworthiness for its factoring activities. 

DAT and OTR had a non-disclosure agreement signed in February 2021. That relationship was strengthened in August of that year with a “referral and revenue sharing agreement.” 

More articles by John Kingston

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Airbus, Embraer unveil freighter orders at Paris Air Show

Overhead view of a black E-Freighter from Embraer resting on a tarmac.

Freighter aircraft took the stage at the Paris Air Show on Wednesday, with Airbus receiving an order for two next-generation A350s from Turkey-based MNG Airlines and Embraer announcing the launch customer for its new E190 regional converted freighter. 

The MNG order expands Airbus’ lead over Boeing in the large next-generation freighter category. Customers have agreed to purchase 75 A350 freighters since sales began earlier this decade. Boeing has about 55 orders for the freighter variant of its new 777-X.

On Monday, Saudi Arabia-based startup lessor AviLease agreed to buy 10 A350 cargo jets. The large widebody aircraft is still undergoing final development and testing, with the first production model now slated for delivery in late 2027.

MNG Airlines provides scheduled and charter service to Asia, Europe, and North and Central America, on an outsourced basis for express delivery and general freight customers, including e-commerce shippers. In March, it took delivery of a third A330-300 aircraft that was retrofitted from passenger to cargo configuration. It also operates two A300-600s, two A330-200s and two A321 converted freighters. 

The A350 cargo jet is designed to carry up to 122 U.S. tons with a range of 5,400 miles. Airbus says it will offer up to a 40% reduction in fuel consumption and CO2 emissions compared to previous generation freighters, thanks in large measure to the use of lightweight composite materials. 

Embraer targets regional carriers

Meanwhile, Brazilian manufacturer Embraer (NYSE: ERJ) announced that Malta-based Bridges Air Cargo, will be the launch operator for its E190 passenger-to-freighter aircraft. Bridges is part of UK-based Bridges Worldwide, which provides regional airlift for DHL Express, FedEx and UPS in Europe as well freight forwarding services. 

Bridges Air Cargo started flying in late 2023 and currently pays another airline to operate a single ATR 72 turboprop on its behalf. It will lease two E190 aircraft from Regional One, a South Florida-based aircraft trader, which doubled its order to four aircraft during the airshow. Bridges plans to begin E190 operations in the third quarter. 

The E190 is a small narrowbody jet that slots between the standard Boeing 737 family of converted freighters and large turboprop aircraft. Embraer is pitching the plane as well-suited for e-commerce transport because it is sized to shuttle back and forth between hubs and secondary and tertiary markets and is more efficient than older aircraft. It has a main-deck payload of 23,600 pounds. It’s unclear to what extent operators will use underfloor capacity.

Embraer says its E-Jets will have 40% per volume capacity and three times the range of large turboprop freighters, and up to 30% lower operating costs than larger narrowbody jets. The company’s conversion design has been approved by civil aviation authorities in Europe, the U.S. and Brazil.

“The size of the aircraft fills a unique and underserved space in the cargo segment. The jet also strengthens our operational capabilities and paves the way for the development of promising new routes. We are excited to partner with Embraer and Regional One, which is a fundamental step forward for regional air cargo transportation,” said Guy Bridges, CEO of Bridges Air Cargo.

Bridges Worldwide is expanding its footprint into Africa, the Gulf, Indian subcontinent and Asia. 

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

Saudi Arabia-based leasing company to buy 10 Airbus A350 freighters

Air France-KLM trims Airbus order for A350 freighters

Freight Theft Rings Are Growing and Small Carriers Are Targets

There’s a new threat moving faster than enforcement can keep up with—and it’s not just hitting the mega carriers. It’s hitting the small fleets. It’s hitting the owner-operators. And it’s hitting the guys who thought, “That would never happen to me.” Freight theft isn’t just a big city problem or a warehouse security issue anymore. It’s organized, digital, and coming for carriers who aren’t protecting their freight and their identity.

In 2024 alone, organized cargo theft skyrocketed—up over 57% in reported incidents. And here’s what the headlines won’t tell you: small carriers are getting hit the hardest. Why? Because they’re easier to impersonate, harder to track, and often don’t have the security layers in place that larger fleets use as standard operating procedure.

You don’t need a warehouse to get robbed anymore. You just need a DOT number, a forged rate con, and a desperate broker who didn’t verify who they just handed $100,000 worth of freight to. That’s what these theft rings are doing. And if you’re not taking steps right now to protect your MC from being hijacked or used in a scam—you’re already behind.

Let’s break down how these theft rings work, how they target small carriers, and what you need to be doing today to avoid being the next victim.

How Freight Theft Rings Operate in 2025

Freight theft isn’t just about cutting a seal and disappearing with a load anymore. These rings are playing chess. They’re spoofing identities. They’re using fake paperwork. They’re hiring drivers who don’t even know they’re stealing freight.

Here’s how the typical scam plays out:

  1. They impersonate a legit carrier.
    They steal or “clone” an MC/DOT number from a real trucking company—usually a small one with little online presence and weak identity protections.
  2. They book a high-value load using that MC.
    They apply for carrier packets, submit forged documents, and get set up with brokers who don’t do deep verification.
  3. They send in a driver who doesn’t ask questions.
    Sometimes it’s a complicated driver. Sometimes it’s a driver who took a load off a dispatcher with no clue it’s part of a scam.
  4. They disappear before delivery.
    Freight gets picked up and never makes it to the receiver. The broker is stuck. The real carrier’s identity is flagged. And someone’s insurance is about to get ugly.

It’s fast. It’s slick. And it’s costing the industry millions.

Why Small Carriers Are the Perfect Target

Let’s be real. The freight theft game isn’t going after mega carriers with six layers of compliance and security. They’re targeting the 1–5 truck operations with a Gmail address and no back office team.

Here’s why:

  • Easier to impersonate. No trademarked brand, no legal team scanning the internet for MC spoofers.
  • Lower digital footprint. If your MC doesn’t have a website, verified contact numbers, or branded assets online, it’s easier for scammers to pose as you.
  • Fewer security checks. Many small carriers don’t even know how to check if their MC credentials are being used fraudulently.

And the worst part? Once your MC has been involved in a scam—even if you were the victim—it follows you. Some brokers won’t touch you. Insurance gets harder. Your compliance rating suffers.

How to Protect Your MC and Your Freight

If you’re running a small fleet, here’s the tactical checklist you need to be running through right now:

1. Set Up Your Carrier Identity the Right Way – Get a website. Use a business email. Claim your profiles on Carrier411 and SaferWatch. The harder it is to fake being you, the less likely you are to get cloned.

2. Monitor Your MC Activity Weekly – Check FMCSA records weekly to make sure no changes have been made to your authority or contact info. If you see anything off—act immediately.

3. Lock Down Your Carrier Packet Process – Use a professional factoring company or TMS that verifies broker details before you sign anything. Don’t let your dispatcher or driver fill out packets without cross-checking the broker’s MC number and contact info.

4. Confirm Every Load—Every Time – Before sending a driver to pick up any load, verify directly with the broker or shipper that:

  • The load was assigned to your company
  • The rate con is correct
  • The shipper and receiver match the load board info
    Too many carriers skip this step because they’re in a rush. That’s how you get burned.

5. Train Your Drivers to Stay Alert – Your drivers should be asking questions if something feels off. Unmarked warehouses, sketchy load numbers, last-minute changes in delivery addresses—these are all red flags. Make sure your drivers feel empowered to call and confirm before moving that truck.

Red Flags to Watch for When Booking Loads

If any of this sounds familiar, slow down before you move forward:

  • A broker pushes you to pick up a load same-day with no verification
  • A rate confirmation comes from a Gmail or Yahoo address
  • The pickup or delivery address doesn’t match what’s listed online
  • The broker refuses to provide a direct number to confirm the load

If it smells off, it usually is. Hang up, call the verified number on the broker’s MC file, and confirm everything. Thirty seconds of double-checking can save you six figures in loss and a damaged reputation.

What To Do If Your MC Is Compromised

If you find out someone is impersonating your MC—or using your DOT to book stolen freight—you need to act fast:

  1. Report the fraud immediately to FMCSA, Carrier411, and the broker involved
  2. Contact your insurance provider with full documentation
  3. File a police report to document the incident
  4. Notify your factoring company and stop any pending load payments related to the scam
  5. Lock your identity down—change passwords, restrict access, and update your company profile with FMCSA

Don’t sweep it under the rug. The faster you respond, the faster you limit the damage.

Final Word

Freight theft isn’t just something you hear about on a safety call. It’s happening right now—on your lanes, with your name, and using your MC if you’re not careful. The criminals behind this are running full-scale operations, not one-off scams. They know how to work the system. They know which carriers to target. And if you’re a small fleet thinking “it won’t happen to me,” they’re counting on that mindset.

This industry rewards preparation. The carriers who stay ahead of fraud are the ones who protect their identity, train their teams, and slow down long enough to verify before they move.

You worked hard to build your business. Don’t let a stolen identity or fake broker take it down in one load.

Because in this market, you can’t afford to lose a single truck to someone else’s scam.

How to Build a Carrier Brand in 2025

Let’s get one thing straight—branding is not a logo. It’s not your color scheme, it’s not your slogan, and it sure as hell isn’t your Instagram page with four truck selfies and a motivational quote. Branding is how the market remembers you when you’re not in the room. It’s what brokers, shippers, and even other carriers say about your company when your truck’s already 600 miles down the road.

In 2025, building a carrier brand isn’t optional. It’s survival. The market’s getting leaner, rates are still soft, and the days of hiding behind a DOT number are over. If you’re running a small operation—or even just one truck—your brand is what sets you apart from the 20,000 other authorities that got filed in the last 18 months.

So let’s break down exactly how to build a real carrier brand in 2025 that wins freight, attracts respect, and turns your MC from “just another number” into a trusted name.

Step 1: Know What You Actually Stand For

Before you worry about logos, shirts, or social media, ask yourself this:

What problem do I solve better than most?
Maybe you’re the guy who never misses an appointment. Maybe you’re the woman who can do food-grade regional freight blindfolded. Maybe you’re the team that thrives in tight-deadline power-only hauls.

If you can’t answer that question in one clear sentence, your brand is already weak. Weak brands chase everything. Strong brands double down on what they do best. You don’t need to do everything. You need to be known for one thing.

Step 2: Your Reputation Is Your Brand

Forget followers. Your safety score is branding. Your load acceptance rate is branding. Your communication with brokers at 2AM when there’s an issue? That’s branding.

Brokers don’t call back just because they like your name. They call back because your last driver was on time, didn’t blow up their phone, and scanned paperwork before you pulled away from the dock.

If you’re not managing your reputation, you don’t have a brand—you have a gamble.

Daily Branding Checklist:

  • Update your voicemail. Sounds like a business, not a burner phone.
  • Respond to emails with full sentences and professional tone.
  • Deliver clean bills, on time, every time.
  • Be the carrier they don’t have to babysit.

That’s your real branding work.

Step 3: Create a Digital First Impression That Doesn’t Suck

Now let’s talk about your digital storefront. In 2025, you don’t need a flashy website, but you do need to be findable—and professional—online.

Here’s the bare minimum:

  • Business email domain (not Gmail)
  • LinkedIn business profile (yes, brokers use it)
  • One-page branded website or digital brochure (show what you do, how to reach you, and why it matters)
  • Google Business page if you’re going after local freight

And for the love of freight, make sure your email signature has your full name, company name, phone, and MC number. You’d be surprised how many carriers send emails with nothing but “Sent from my iPhone.”

Do you want people to take your business seriously? Then show up like one.

Step 4: Use Social Proof the Right Way

Social media isn’t about flexing. It’s about building trust.

If you’re on LinkedIn, don’t just post memes and rate complaints. Share what you’re learning. Show behind-the-scenes photos of how you secure freight. Talk about safety routines, lane consistency, or why you invested in better equipment.

If you’ve got long-term broker partners, ask them for a testimonial. A two-sentence reference from a broker is worth more than 500 likes from strangers.

And if you’re still building that trust, document your journey. People connect to real stories. “Started with one truck, now running dedicated out of Harrisburg. No late loads in 9 months. Just staying focused.” That’s branding. Quiet consistency, shown publicly.

Step 5: Brand Through Experience

Your brand isn’t built on what you post—it’s built on how people feel when they work with you.

  • Did they feel respected when they called you?
  • Did you deliver what you said, when you said?
  • Did your paperwork make their life easier or harder?

Every load is a branding opportunity. You don’t need marketing. You need discipline.

Because at the end of the day, nobody cares about your logo if your truck smells like smoke, your driver was late, and your rate confirmation had four errors.

Fix the experience, and your brand builds itself.

Step 6: Be Consistent as Hell

If you want to build a brand, you have to stop changing direction every three weeks. Pick a region, a freight type, and a service level—and commit to it.

I’ve watched too many small carriers blow their brand chasing “what’s hot” instead of what they’re best at.

You don’t have to be everywhere. You just have to be reliable in one lane, to one customer, for long enough that your name starts circulating.

You know how reputations are built in this business?

Consistency + Time = Trust.

That’s brand equity. That’s how you stop being just a phone call—and start being a go-to.

Final Word

In 2025, branding is not a luxury. It’s not something you get around to “after you scale.” It’s the first brick in the foundation of every successful carrier company. Because let’s be honest—everybody’s got a truck. Everybody’s got an MC. But not everybody’s remembered.

And in this market? If you’re forgettable, you’re replaceable.

Start building your brand today—not with flash, but with follow-through. Be the carrier that people talk about—in a good way—when the pressure hits. Because the loads don’t always go to the biggest carrier. They go to the one people trust.

Let’s build it the right way.

Fatal accident: Lawyers break down the case of Roth v. NFL and Gursimran Singh | WHAT THE TRUCK?!?

On episode 851 of WHAT THE TRUCK?!? Dooner talks to lawyers about a fatal truck accident case. Today, they’ll examine Roth v. NFL and Gursimran Singh. Attorneys Kevin Etzkorn and Nathan A. Steimel break down the timeline of events that led to Gursimran Singh crashing into a stalled car, killing its driver. They’ll explain why they argued Singh was untrained, unqualified, and unsafe.

The latest freight theft victim? Nintendo. Thieves stole $1.4 million worth of Switch 2 consoles from a truck at a Love’s in Bennett, Colorado.

Has the tariff hangover hit ports? Los Angeles box volumes have fallen to two-year lows. FreightWaves’ Stuart Chirls helps us uncover what’s happening with shipping.

Plus, a trucker needs your help; what’s your inseam?; crane crashes; and more.

Jayme’s GoFundMe

Catch new shows live at noon EDT Mondays, Wednesdays and Fridays on FreightWaves LinkedIn, Facebook, X or YouTube, or on demand by looking up WHAT THE TRUCK?!? on your favorite podcast player and at 6 p.m. Eastern on SiriusXM’s Road Dog Trucking Channel 146.

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Feds approve waiver for Alabama rail project amid automation concerns

APM Container terminal at Port of Mobile

The Federal Railroad Administration has approved a Buy America waiver for a planned intermodal container transfer facility (ICTF) in Montgomery, Alabama despite concerns that such a waiver could lead to lost jobs through automation.

The Alabama State Port Authority (ASPA), which will oversee the ICTF, told the Federal Railroad Administration that the waiver is necessary in order to purchase two rubber-tired gantry cranes it wants to install at the facility, located next to the main CSX rail line between Montgomery and Mobile, Alabama.

Projects receiving funding under FRA’s Consolidated Rail Infrastructure and Safety Improvements (CRISI) program – ASPA received a $67.3 million CRISI grant for the project in 2022 – must adhere to the agency’s Buy America requirements.

But FRA may waive those requirements if it determines that:

  • Applying the Buy America requirements would be inconsistent with the public interest;
  • Steel, iron, and goods produced in the U.S. are not produced in a sufficient and reasonably available amount or are not of a satisfactory quality;
  • Rolling stock or power train equipment cannot be bought and delivered in the United States within a reasonable time; or
  • Including domestic material will increase the cost of the overall project by more than 25%.

“FRA has determined that the two rubber-tired gantry cranes, including spreaders, that meet ASPA’s technical specifications are not produced in the United States in a sufficient and reasonably available amount or satisfactory quality” consistent with the regulation, FRA stated in a notice published on Wednesday.

“FRA finds ASPA has conducted appropriate due diligence through market research and an open procurement process to identify potential domestic suppliers for the products. ASPA’s efforts included a market research study that identified one potential supplier; however, ASPA did not receive any responses to its RFP from domestic suppliers.”

The Transportation Trades Department (TTD), part of the AFL-CIO, which represents railroad employees, had protested the waiver last year, arguing that because ASPA’s bid request stipulates that the cranes allow for future conversion to remote operations, a waiver “may serve as a back door to securing federal funding for a huge share of the cost of equipment that will eventually be converted to semi-automated or automated functions.”

“Put simply, this strategy, if successful, would incentivize procurements that operators would not have made without the government’s intervention,” asserted TTD President Greg Regan in comments filed with the FRA.

“In other words, the federal government would be subsidizing the near-future elimination of jobs.”

Responding to TTD’s concerns, FRA pointed out that the waiver does not set precedents and will expire upon the closeout of the grant award, estimated to be April 2028.

In addition, because the ICTF will serve international container traffic that passes through the Port of Mobile, Alabama, the waiver will help ASPA “promote American jobs by supporting the transportation needs of Central Alabama’s growing manufacturing, agricultural, and retail industries,” the agency stated.

Click for more FreightWaves articles by John Gallagher.

New Freightos index: Israel-Iran conflict yet to hit shipping

The ongoing Israel-Iran conflict has not severely impacted freight markets yet, but there remains a significant concern regarding the potential closure of the Strait of Hormuz between Iran and Oman.

This strategic passage is crucial to Persian Gulf nations exporting 20% of the global oil supply, said analyst Freightos’ research chief Judah Levine in a note. A disruption could significantly impact oil prices and international shipping routes. 

Research shows an adequate global oil supply at present, which might mitigate immediate price surges should the strait close. Yet, any blockage will unquestionably reroute shipping paths and inject volatility into both oil and freight markets.

Brent crude oil opened at $72.20 on Wednesday, up from $66.80 on June 12 prior to Israel’s attacks on Iran. West Texas Intermediate crude was at $72.92 on the New York Mercantile Exchange; JP Morgan had forecast a peak of $66 per barrel in 2025. 

Benchmark diesel prices used as the basis for most fuel surcharges made their largest upward move since January and the third-largest increase since the start of 2024.

Only 2% to 3% of global container volumes pass through the waterway, so a direct container market impact would primarily affect the Middle East. Levine said a closure, if it occurs, would necessitate the redirection of transshipment volumes, particularly impacting Dubai’s Port of Jebel Ali – the busiest hub in the Gulf. This could cause congestion in alternative south Asian ports and elevate freight rates, he said. 

Israel’s Zim on Monday said operations at Haifa and Ashdod in Israel were proceeding normally despite missile attacks by Iran.

Container shipping rates on the eastbound trans-Pacific are fluctuating against the backdrop of geopolitical tensions and evolving trade negotiations.

The tariff ceasefire between China and the United States shows some easing in demand, according to the Freightos Baltic Index, following a sharp increase in capacity due to restored services by carriers and new sailings which may have overshot actual demand. This may have led to some vessels departing with cargo space unfilled.

For the week ending June 13, Asia-U.S. West Coast prices increased 9% to $5,994 per forty foot equivalent unit. Asia-U.S. East Coast rates increased 11% to $7,099 per FEU.

This could potentially cause the rates, which experienced a post-May rebound, to ease further, said Levine. Daily rates to the West Coast, despite a brief spike, are already showing a 3% decline from last week’s average, indicating market adjustments.

Two U.S. companies have sued the Trump administration over the legality of the tariffs, asking the U.S. Supreme Court for an expedited review.

A tentative trade agreement between the U.S. and China would maintain a minimum 30% tariff on Chinese goods and 10% levy on American exports. Levine said that the early rush from shippers, driven by anticipation of tariff adjustments, has led to frontloading. Consequently, container volumes spiked, but this may taper as the year progresses, impacting freight demand.

The anticipated China-US deal, if confirmed, could stagger shipment volumes over the traditional peak months, reducing the urgency seen earlier in the year. Despite this, the National Retail Federation’s forecast predicted a dip in July arrivals compared to April, suggesting some of the frontloading might diminish the volume strength for the rest of 2023, regardless of a finalized trade agreement.

The trans-Pacific volatility was reflected in recent peak season surcharges announced by ocean carriers, effective on various dates in July. These range from CMA CGM’s $4,100 per container from Asia to Northern Europe; Maersk’s $4,000 per container from the Indian Subcontinent and Middle East to North American West Coast; and Hapag-Lloyd’s $500 per container for Indian Subcontinent and Middle East to North America.

Find more articles by Stuart Chirls here.

Related coverage:

Tariff damage looms without new trade deal, says economist

WATCH: ‘Dark fleet’ tanker collision sparks fire near Strait of Hormuz

Los Angeles box volume hits lowest level in two years

Israel ports unfazed by new missile strikes

Was the $1.4 Million Nintendo Switch 2 heist an inside job?

Nintendo Switch

On June 8, 2025, a trailer carrying 2,810 Nintendo Switch 2 consoles, valued at $1.4 million, was stolen, discovered missing during a pre-trip inspection at a Love’s Travel Stop in Bennett, Colorado. This major gaming hardware heist highlights the vulnerability of high-value cargo.

Rising Cargo Theft

Cargo theft surged 27% in 2024, with 3,625 incidents averaging $202,364, per Verisk CargoNet. Electronics, like these consoles, are prime targets. Strategic thefts, including double-brokering and identity fraud, spiked 430% in 2024. Organized networks, often overseas, exploit digital tools like load boards, complicating recovery.

Incident Details

At 8 a.m. on June 8, 2025, Arapahoe County Sheriff’s deputies responded to a theft report at Love’s Truck Stop, 1191 S. 1st St., Bennett, Colorado. A semi-truck driver found the trailer broken into, with multiple pallets missing.

Cargo and Value

The stolen cargo comprised 2,810 Nintendo Switch 2 consoles, each worth $499, totaling $1.4 million. Reportedly Mario Kart World bundles, they were part of a major shipment for the newly launched platform.

Journey Details

The consoles were en route from Nintendo of America’s headquarters in Redmond, Washington, to a GameStop distribution center in Grapevine, Texas. The driver, unaware of the trailer’s specific contents, described it as carrying “games or toys.”

Investigation Challenges

Investigators cannot confirm whether the theft occurred at the truck stop or elsewhere. GPS tracking, common for high-value cargo, aids logistics but risks exposing trailer locations to thieves. Classified as a major felony, the case could lead to charges of theft valued at $1 million or more, plus criminal mischief.

Inside Job Suspicions

Social media networks suggest an inside job. Stealing 8–10 pallets, weighing thousands of pounds, required specialized equipment like a pallet jack and a straight truck, indicating meticulous planning. The driver’s claim of ignorance about the load’s value, contrasted with the targeted theft of coveted consoles, points to leaked supply chain information—possibly from Nintendo, the freight broker, or the carrier. The heist’s undetected execution implies knowledge of logistics, likely from someone with access to shipment details. Organized crime groups, familiar with trucking operations, often exploit insider information, as seen in past console thefts.

Security Recommendations

To reduce theft risks, drivers hauling high-value loads should:

  • Use team drivers for constant supervision.
  • Never leave trailers unattended; park in well-lit, monitored areas if necessary.
  • Secure trailers with high-security locks and tamper-resistant seals.
  • Install real-time GPS trackers and cargo monitoring systems.
  • Conduct frequent visual inspections of seals and locks.
  • Vary routes and schedules to avoid predictable patterns.
  • Stay vigilant for suspicious activity and report concerns immediately.

Call for Information

The Arapahoe County Sheriff’s Office seeks public assistance to recover the stolen consoles and identify the perpetrators. Contact the tip line at 720-874-8477 with any information.

Independent terminal operator Outpost adds four new facilities, targets more growth

Outpost, the operator of a network of truckstop-like facilities that offer parking and maintenance but also services like cross dock capacity, has acquired four new locations.

In an interview with FreightWaves, CEO Trent Cameron, who also is a co-founder, said the network of Outpost facilities now stands at 25 and that he expects the company to add another eight to 10 by the end of the year. (Cameron also said Outpost has “two really substantial things coming down the pike” in 30 to 45 days that would “blow these out of the water.”)

The size and scope of the four facilities that the company acquired shows that while the overriding model for Outpost facilities is somewhat consistent, there still are significant differences on the ground. 

The largest of the new sites is in Dallas, at a former FedEx facility. It is 27 acres. The new Outpost in Las Vegas is 11 acres. That is also the size of a new operation in Savannah, Georgia. At what is now the company’s second facility in California’s Inland Empire, there are just four and a half acres.  

They are expected to be open later this year. 

Two pots of money

Outpost raised $12.5 million last year in series A funding, a number that is dwarfed by the $500 million pool of capital that Outpost is deploying to acquire and develop its various facilities around the country. Greenpoint Partners was the lead investor in the $12.5 million funding as well as the $500 million fund for acquisitions.

“Outpost is the brand, the operator, the technology builder,” Cameron said in explaining the distinction between the two. “We also are the real estate investor and developer. The buckets of capital have been separate.”

“We feel the next 12 months ahead are really going to be a time where we start growing exponentially, because we’re seeing better data in the real estate market,” Cameron added. He also said the company has made “a big investment in our team.”

Growth is ramping up after some difficult years, Cameron said. “We experienced a real recessionary period, not only in freight but also in real estate, with rising interest rates and people buying property at peak prices,” he said. Outpost has found it “hard to transact” with both its customers and with property owners but believes that is now easing. 

Parking is biggest revenue source

Parking is the largest percentage of revenue at Outpost facilities, Cameron said. Parking arrangements at an Outpost outlet can be for one night or “ten years,” he added.

It’s difficult to look at the Outpost business model and not see a truckstop/travel center. But they aren’t the same.

None of the parking is free at Outpost; companies like Love’s Travel Stop offers its parking for free, in order to get “boots on the ground” that are likely to use other services at the travel stop like food and showers.

But at the same time, a travel stop doesn’t have the sort of trucking capacity found at Outpost. For example, the new Dallas area Outpost has 800 demarcated parking spaces. Love’s just announced a new travel stop in Ohio with 80 spaces; a new outlet in Missouri announced in April has 76 parking spaces.

Maintenance at the Outpost sites is not provided by Outpost employees, as they would most likely be at a travel center. “We have maintenance partnerships, where we have mechanics that are on site at over half of our sites right now ready to help drivers and carriers when they’re having issues with their trucks, or even just do routine inspection or routine maintenance,” Cameron said.

But that’s the overlap. Cross dock facilities at the Outpost operations are not available at traditional travel centers, but it is a key offering by the company. Facilities for drop and hook operations also can be found at Outpost.

No freight being stored

Freight is not stored at Outpost facilities, Cameron said. There are facilities on the site of several locations that are described as warehouses, but are not being used for traditional storage activities. But needed equipment or materials can be stored there. 

“We sort of work with our customers to understand what their needs may be in any given market at any given time, and that sort of work backwards from there,” Cameron said. 

There are no food facilities at Outpost sites. But Cameron did say “we are very open to partnering with anyone that wants and can serve our customers at their assets.”

He described Outpost as a “multi tenant terminal operator, so we’re looking to invest in sites that have a bunch of utility and can serve a lot of different customers.”

Cameron acknowledged the freight market remains weak. “But we’re talking to our customers, and there is a lot more optimism about what is coming over the next six to nine months so hopefully we have finally come out of that trough.”

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Echo Global Logistics: leading in freight fraud prevention

Echo Global Logistics has emerged as a standout performer in the freight industry’s battle against fraud, earning recognition as a winner of the 2025 FreightWaves Fraud Fighter Awards. With an impressive record of delivering over one million truckload shipments in 2024 while maintaining a loss rate of less than 0.01% due to theft, Echo has established itself as an industry leader in fraud prevention strategies.

According to Jay Gustafson, EVP of Brokerage Operations at Echo, the landscape of freight fraud is evolving rapidly. “We’ve seen a growing trend of strategic truckload theft through digital fraud and/or identity theft. This type of fraud has become very prevalent and we’ve seen it continue to grow,” Gustafson said. Despite this increasing threat, Echo remains “well-positioned to handle these types of cases.”

Echo’s approach to fighting fraud centers on integrating advanced technology throughout its operations. “At Echo, we employ a thorough carrier vetting process and integrate technology into our entire process to keep freight safe with up-to-date measurements,” Gustafson explained.

The company has implemented sophisticated tracking solutions that provide real-time visibility into cargo movement. “Integrating GPS-based, covert tracking systems into cargo provides shippers with real-time monitoring and alerts, enabling their swift response to suspicious activities,” said Gustafson.

This technological advantage extends to data analysis as well. Echo has developed capabilities to “aggregate third-party data on carriers to help stay ahead of potentially bad actors.” Their Transportation Management System (TMS) then “analyzes and leverages that data to make sure the right carriers are in our network and booked on the right freight.”

Echo remains vigilant about emerging fraud tactics in the industry. Gustafson believes that “fraud will always be a problem when it comes to freight,” noting that “bad actors have already found new ways to thwart security systems, from posing as legitimate carriers to purchasing secure carrier information from actual providers to impersonate a carrier.”

Looking ahead, Echo expects digital fraud to remain the primary concern. “Strategic theft through digital activity is where we expect to continue to see trends in theft,” Gustafson predicted. “As technology becomes more and more central to the equation, adding safeguards as we go will be crucial to ensuring fraudulent transactions can’t slip through the cracks.”

Echo emphasizes that combating fraud requires cooperation across the entire freight ecosystem. “Fighting fraud benefits all parties, and brokers, shippers, and carriers should all work together and share data to combat theft,” Gustafson advised. This collaborative approach reflects Echo’s understanding that fraud prevention is a shared responsibility.

At the core of Echo’s fraud prevention strategy is a comprehensive carrier selection process. The company “employs a rigorous carrier vetting process, that includes thorough verifications of DOT and MC numbers, insurance coverage, licensing, and activity history.” This multi-layered approach ensures that only trustworthy carriers join Echo’s network.

Echo has developed specialized protocols for handling high-value shipments and targeted commodities. Their Targeted Commodity Protection Process specifically addresses freight exceeding $100,000 in cargo value or items at higher risk of theft. These shipments must be “marked accordingly prior to sourcing,” and carrier sales teams follow a specific Standard Operating Procedure when handling such loads.

The company maintains a select group of “Targeted Commodity Approved” carriers who have “successfully handled freight for Echo and undergone a comprehensive compliance review.” These carriers receive specific guidance on reducing theft risks, including “avoiding unsecured yards when possible.”

Echo continues to refine its security measures to stay ahead of evolving threats. Earlier this year, the company “tightened the criteria for a carrier to become TC approved even further.” Their enhanced review process now evaluates “length of time for active authority, how long they have been in the Echo network, how many loads they have hauled for Echo over various time periods, and status of ELD connection in Highway™.”

Echo’s approach to fraud prevention extends to employee training and organizational culture. Gustafson recommends that companies “handle high-value and targeted commodities with even greater security.” Echo uses its technology to analyze data which indicates which products and shipments are particularly vulnerable so as to ensure their safety can be maintained every step of the way.

This commitment to security is ingrained in Echo’s company culture, embodied in their mottos #CarryTheLoadTogether and #BetterIsTheOnlyOption, reflecting their dedication to continuous improvement in fraud prevention.

Through comprehensive vetting processes, technological innovation, and industry collaboration, Echo Global Logistics has established itself as a leader in freight fraud prevention, setting standards that benefit the entire logistics industry.