Despite quarterly loss and battered stock, Triumph Financial stays aggressive

Even in the midst of a sharp drop in his company’s stock price and a freight market that is not supporting the bottom line at Triumph Financial, CEO Aaron Graft touted milestones reached and signaled a new aggressiveness in pricing the company’s products.

In his quarterly letter to investors released in conjunction with the company’s earnings on Wednesday, Graft said Triumph’s “network engagement” – the percentage of brokered freight that one or more of its payments systems touch – crossed the 50% mark in the first quarter for the first time. The road to that number has been steady; the four prior quarters from the first quarter of last year through the end of 2024 went 42.7%, 46.6%, 47.8% and 48.7%.

But after two quarters of positive earnings before interest, taxes, depreciation and amortization, the Payments group at Triumph slipped to a slight negative margin of 0.1%. In the letter, Graft said the group had several noncore charges that led to the EBITDA red ink.

That isn’t stopping Triumph from more aggressively pricing its payment products, Graft said. 

Monetizing the network

“The time has come to shift more emphasis to monetization of the Network” – the “Network” being the full invoice audit and payment system that has been the core of Triumph’s growth plans. 

“Our efforts to monetize payments will be aimed at fairly and consistently pricing our services based on the value created for our clients as we continue to build income,” Graft said. Many current customers date back to when Triumph purchased HubTran in 2021, kicking off the growth of the audit network, and their fees have not kept up. “The value we are creating for many of our clients has grown faster than our pricing,” he said. 

Triumph’s stock price has taken a beating in recent months. It is down 34.4% for the year and far more for the past three months: 45.6%. Graft acknowledged that slide without citing specific numbers, but did say that “seasonality and cyclicality have converged with uncertainty around trade policy and recession fears, [and] our enterprise valuation has been affected.”

But in this quarter’s version of what he has been saying repeatedly, Graft also said that earlier declarations that “the plan is to stick to the plan … [have] not changed.”

“We will not blame the freight market and trade policy for our results, nor will we let them dissuade us from our strategic vision,” he said. “We could have deviated from the plan and ceased additional investments, delayed immediate realignment expenses, or cut our way to modest profitability this quarter. Each of those has a cost – whether you execute it or avoid it. It is not in our nature to avoid pain today at the risk of jeopardizing long-term value.”

The plan for Greenscreens

Graft’s letter was the first published since Triumph acquired Greenscreens.ai, the analytical pricing tool that is now the core of the company’s Intelligence division. It isn’t expected to stop there in developing the unit, building in the other data it generates from its payment and factoring operations.

“Because we transmit and audit more data in furtherance of making a payment than anyone, we have the densest and cleanest data set in the market upon which to build rating products,” Graft said. “We also have the customer relationships and integrations to expedite our go-to-market strategy. This is why we have gone down this road, and why we intend to see it through.”

Graft said Greenscreens has a gross margin of about 90%. Closing is expected this quarter.

The LoadPay service designed to serve small to medium carriers has been launched. LoadPay’s target is to get money more quickly into a bank account that is part of the LoadPay offering. The first quarter saw payments of $5 million into carriers’ LoadPay account; $3.2 million of that occurred in March. Triumph has a little more than 1,000 LoadPay accounts at present and expects to finish the year with between 5,000 and 10,000.

Even though LoadPay is still in its infancy, Graft made it clear the plans for it are ambitious. The company’s factoring operations have long been a foundational business at Triumph and will have a “symbiotic” relationship with LoadPay, since both operations are designed to get money into drivers’ hands faster.

But Graft sees LoadPay as having a higher upside. “The interchange revenue we realize in LoadPay is higher per dollar of spend than our discount rate we charge in Factoring,” he said. “LoadPay is a more efficient business model and generates higher margin revenues.”

Factoring is still valuable, he said, but Triumph now sees it more as “part of a larger suite of products.”

In other points Graft made in the letter:

  • Earnings were impacted by expenses connected to both LoadPay and the company’s Factoring-as-a-Service product, which assists in back-office factoring activities at third-party clients. But revenue from those products is just starting, impacting the bottom line. Graft also said C.H. Robinson (NASDAQ: CHRW) is the first customer for the Factoring-as-a-Service offering. 
  • The average invoice factored by Triumph was $1,769, just $2 more than in the prior quarter and $2 less than a year earlier. However, the average diesel price as measured by the weekly Department of Energy/Energy Information Administration price was up 9-10 cents per gallon in the quarter, which would have worked to increase the size of the average invoice. For the first time, Graft’s letter published its average dry van rate per mile found in the invoices it factors. For the first quarter, it was $2.05, up from $2.02 a quarter earlier. The two quarters prior to that were both $1.98.
  • References in the Graft letter to the market were decidedly negative. One particular point: Contract rates have slid. “The downward trajectory on the average invoice size was more aggressive in 2025, creating greater pressure on contract rates than spot. We have, for the first time in the last three years, experienced a reduction in contract over spot pricing. Contract rates were down 7% while spot rates went down 5%.

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160-truck carrier closes after nearly 50 years of operation

A family-owned and -operated Florida trucking company has announced it will close after 44 years in business.

Davis Express, located in Starke, Florida, will stop making deliveries after April 23. In an announcement posted Wednesday to the company’s Facebook page, owner James “Jimmy” Davis said the company would return all trucks and trailers to its Starke terminal by the end of the month.

The post stated that all employees will continue to be paid as scheduled every Friday and will receive benefits through the pay period ending June 15. Davis wrote that the business would continue employing mechanics and operate the shop as equipment is taken out of service and sold.

According to SAFER data, Davis Express is an interstate carrier with 160 power units employing 140 drivers. The business carried general freight, fresh produce, meat, refrigerated food and beverages.

As required by federal law for companies experiencing mass layoffs or permanent closures, Davis Express filed a Florida WARN Notice on Wednesday. In the notice, Davis cited “unfavorable business conditions” as the reason for the closure.

A total of 146 employees will be laid off on June 15, and the remaining 17 are expected to be laid off around Aug. 31, according to the notice. These totals are broken down into 117 truck drivers, 35 office employees and 11 mechanics.

In his Facebook post, Davis said the past few years have been very challenging for refrigerated trucking due to rising costs and stagnating or falling rates.

“We have been unprofitable since early 2023 and do not see any signs of improvement in 2025,” he wrote in the post. “In addition, plaintiff’s attorneys have increasingly targeted the trucking industry. Every trip a driver takes is Russian Roulette for everything I worked for my entire life. After 50 years in the trucking industry, I am ready to retire and do not wish to wait any longer for things to improve or to try to find a buyer for the company.”

Although the company has been unprofitable lately, Davis said it is not bankrupt and does not have any “cash flow problems.” He said there is enough money to pay out all employees, vendors and creditors timely.

“As we enter the final chapter of Davis Express, I want to thank everyone that has made the company successful over the years,” he concluded.

FreightWaves reached out to Davis Express for comment.

Infrastructure investment firm Stonepeak acquires Dupre Logistics

A white Dupre tractor pulling a tank trailer on a highway

Infrastructure-focused private equity firm Stonepeak has acquired energy transportation and logistics company Dupre Logistics.

Lafayette, Louisiana-based Dupre offers transportation, private fleet services and truck brokerage along the Gulf Coast and throughout the U.S. It boasts a fleet of more than 700 trucks and 1,000 drivers, along with a network of over 16,000 carrier partners, hauling bulk liquid products including chemicals, industrial gases and perishables. The company also arranges third-party capacity for customers.

Financial terms of the transaction were not disclosed.

“Over the last 40 years, Dupre has established an impressive footprint, becoming an integral part of the supply chain in the Sun Belt,” said Graham Brown, managing director at Stonepeak, in a news release. “Their continued quality and delivery of mission-critical services has resulted in a loyal customer base and an established position as a regional industry leader.”

Twenty-five-year industry veteran Chris Sower has been named Dupre’s new CEO effective immediately, succeeding Mike Weindel, who is departing from the company.

“We are now ushering in a new era at Dupre with new leadership, and with change comes opportunity,” said Dupre founder Reggie Dupre. “With Stonepeak’s extensive supply chain expertise and experience with similar transportation and logistics businesses, we’ll have an expanded toolkit at our disposal to be able to even better deliver for our customers.”

The Dupre family will maintain an ownership stake in the company with Reggie Dupre serving as a board member.

Brown Gibbons Lang & Co. served as the exclusive financial adviser to Stonepeak. G2 Capital Advisors acted as Dupre’s financial adviser.

Stonepeak completed its $3.1 billion acquisition of Air Transport Services Group last week.

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Marten’s first quarter short on good news as OR worsens, profit dips

There was almost no positive news in the first-quarter earnings of truckload carrier Marten Transport. 

The earnings, released midday Wednesday in an unusual move given that the stock market was open for business, saw declines in almost every major metric. 

The operating metrics also showed a company that has gotten smaller by several measures.

The most visible benchmark – operating ratio – was worse across the board.

For its truckload segment, the OR net of fuel was on the wrong side of the breakeven mark, coming in at 100.3% compared to 99.5% a year ago.

The dedicated segment saw OR deteriorate by more than 500 basis points from a year ago, sliding to 92.2% from 87.1% in the first quarter of 2024.

Marten’s Intermodal segment, which already was at a 100%-plus OR a year ago, blew up to 108.3% from 101.5% in the first quarter of 2024. 

Brokerage was the star performer in that it did not decline as much as the other segments. Its OR of 93.5% was 110 bps weaker than a year earlier. 

Marten does not hold a conference call with analysts. But in the prepared statement released in conjunction with the earnings, Executive Chairman Randolph Marten needed to reach to find a positive spin on the quarter.

He touted the dedicated and brokerage segments but then turned immediately to the state of the truckload market where Marten operates.

“Our earnings have continued to be heavily pressured by the considerable duration and depth of the freight market recession’s oversupply and weak demand and the cumulative impact of inflationary operating costs, freight rate reductions and freight network disruptions,” Marten said in the statement.

“We remain focused on minimizing the freight market’s impact and now the impact of the U.S. and global economies with the current trade policy volatility while investing in and positioning our operations to capitalize on profitable organic growth opportunities, with fair compensation for our premium services, across each of our business segments,” he added.

One positive in Marten’s trucking activities was that its average revenue net of fuel per tractor per week was notably improved.

In the truckload segment, that measurement rose to $4,196 from $3,996. In dedicated, it climbed to $3,846 from $3,781. 

But that improvement is occurring in a smaller company. Marten’s total tractors are down to 3,040 from 3,406 a year ago. In truckload, the drop is to 1,670 from 1,830, In dedicated, that number is now 1,262 compared to 1,459 a year ago. (There also is a small number of tractors in intermodal).

Truckload’s total miles fell to 38.3 million from 39.7 million, while in dedicated, the drop was to 25.2 million from 29 million. 

There also was good news in the brokerage segment. Brokerage handled 20,416 loads, up from 20,061 loads a year ago. 

Intermodal loads were down to 3,657 from 4,589 in 2024’s first quarter. 

The smaller footprint came with a reduction in salaries, wages and benefits to $78.8 million from $88.8 million a year ago. Total operating expenses dropped to $217.3 million from $237.4 million.

But with the drop in operating revenue to $223.1 million from $249.7 million, the end result was that net income more than halved, to $4.34 million from $9.65 million, and earnings per share fell to 5 cents from 12 cents.

If there was any other good news, it was that Marten (NASDAQ: MRTN) grew its cash stockpile considerably, rising to $39.9 million at the end of the first quarter from $17.3 million at the end of 2024.

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FedEx begins its first direct Singapore-US air cargo service

FedEx cargo aircraft on the ramp at Anchorage airport with snow-covered mountains in the background.

FedEx Corp. has introduced its first direct flight from Singapore to its regional hub in Anchorage, Alaska. The first direct connection for FedEx from Singapore to the United States is tailored to support shippers of heavier, palletized cargo rather than its express parcel network.

The integrated logistics provider said Tuesday it will operate the route six times per week with a Boeing 777 freighter jet from Changi Airport to Anchorage, a major connection point for daily services to cities in the Lower 48. The aerospace, health care, industrial, high-tech and semiconductor industries are expected to be primary users of the new service.

FedEx (NYSE: FDX) said it will operate a backhaul flight from Anchorage to Singapore once a week, with plans to expand frequency to five flights per week in the summer. 

The flight improves transit times, allowing shipments picked up in Malaysia, Singapore and Thailand on Saturday to arrive in the U.S. a day earlier, on Monday. Businesses shipping from across this dynamic region will enjoy enhanced connectivity when importing and exporting to the U.S.

The new Singapore-Anchorage service is part of FedEx’s buildout of a deferred air cargo network to compete with freighter operators for traditional cargo typically tendered by freight forwarders. The so-called Tricolor strategy is designed to better utilize airline assets by going after new business amid weaker parcel shipping demand. FedEx executives have said their daytime Orange network is the air equivalent to less-than-truckload service.

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

Write to Eric Kulisch at ekulisch@freightwaves.com.

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Prologis sticks with 2025 outlook, but customers grow more cautious

An empty parking lot at a Prologis warehouse

Logistics real estate investment trust Prologis announced that it is sticking with its initial 2025 outlook even as uncertainty around trade policy has some customers delaying leasing decisions. The company said favorable trends in the first quarter had it in position to raise guidance but “Liberation Day” tariffs announced April 2 forced it to pause that decision.

Looking forward, management told analysts on a Wednesday conference call that there are still many unknowns around near-term leasing demand but that longer-term fundamentals and the need for incremental warehousing space remain intact.

“Let’s be clear: The range of outcomes is wide. We see potential for a recession, inflation or possibly both. And let’s also not dismiss the potential for a quick resolution,” CFO Tim Arndt said on the call.

He said the company was “designed to weather any environment,” noting a diverse customer portfolio, built-in rent escalators and a strong balance sheet, but that “customers simply lack a steady backdrop upon which to plan their businesses.”

Prologis (NYSE: PLD) reported first-quarter core funds from operations (FFO) of $1.42 per share before the market opened on Wednesday, which was 4 cents above consensus and 14 cents higher year over year.

Total revenue was up 9% y/y to $2.14 billion as new leases commenced increased 35% to 65.1 million square feet, but occupancy slid 190 basis points to 94.9%. (Occupancy ended the period at 95.2%.)

Table: Prologis’ key performance indicators

Arndt said many customers have been pulling forward inventories ahead of tariffs and some are now looking for more storage space. Port markets could also see a near-term lift given a 90-day pause on some tariffs as customers continue to build stockpiles.

Deals are still getting done currently but at a reduced pace. Overall leasing activity for Prologis was down 20% over the past two weeks. It signed 80 leases covering 6 million square feet in that period. However, the company believes the need for space will increase in a “disconnected world” as many players will be required to stand up new supply chains.

Prologis maintained its full-year 2025 guidance for core FFO to range from $5.65 to $5.81. The outlook continues to assume average occupancy in a range of 94.5% to 95.5%. It did lower its forecast for development starts by 30% at the midpoint of the new range of $1.5 billion to $2 billion until visibility improves.

The bottom end of the FFO guidance range contemplated worst-case scenarios from past downturns like the Great Financial Crisis when rents fell 18% and vacancies declined 170 bps.

“But please, this is not a prediction. We are incapable of making a prediction in this environment,” said Hamid Moghadam, Prologis co-founder and CEO.

The concern over tariffs had little impact on the quarter as global rents fell 1.5% and were down just 0.5% excluding Southern California.

Shares of PLD were 2% higher at 2:42 p.m. EDT on Wednesday compared to the S&P 500, which was down 2.6%.

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Port of Huntsville on the power of inland ports; navigating a trade war | WHAT THE TRUCK?!?

On Episode 827 of WHAT THE TRUCK?!?, Dooner is talking about the shockwaves that have been reverberating throughout the trade community due to the trade war. The Maritime Professor Lauren Beagan drops in to talk about the massive collapse in container bookings that has happened over the past month. How soon will we feel the pain in volumes on the trucking side?

Beagan also breaks down recent maritime policy regarding new port fees as well as the Panama and Suez canals.

Port of Huntsville CEO Butch Roberts believes we’re in for an inland port renaissance. We’ll find out how the port works, whom it serves and why big investments in air and intermodal will be a boon for shippers.

Plus, gambling bookkeeper busted; Kodiak goes SPAC; Indiana Jones and the Great Circle drops on PS5; and more.

Indiana Jones and the Great Circle 00:55

Headlines: $4M gambling theft; Kodiak goes SPAC 03:31

The power of inland ports | Port of Huntsville 08:15

It’s not a Bug, it’s a feature 22:12

Navigating a trade war | Lauren Beagan 22:44

Port fees and maritime policy | Lauren Beagan 42:12

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 5 p.m. Eastern on SiriusXM’s Road Dog Trucking Channel 146.

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Analyst warns of ‘carnage’ on shifts in container shipping

Significant shifts in the container shipping marked by record-breaking capacity and unexpected rate increases are pointing to potential severe near-term disruptions.

Capacity from the Far East to North Europe is set to reach an all-time high in mid-April, according to data from analyst Xeneta. This surge surpasses the previous record set during the height of pandemic disruptions in November 2021, when capacity hit 336,800 twenty-foot equivalent units.

Simultaneously, average spot rates on this route had increased by 4.8% as of Tuesday, reaching $2,457 per forty-foot equivalent unit. The Mediterranean route has seen an even steeper rise, with rates jumping 6.8% to $3,270 per FEU.

“We are looking at record-breaking container shipping capacity leaving the Far East for North Europe this week, which means carriers know something is boiling,” said Peter Sand, Xeneta’s chief analyst, in a research note. “This suggests a nervous market, but the demand must also be there to put upward pressure on rates.”

The unusual combination of increased capacity and rising rates during what is typically a slack period has led to speculation about the influence of tariffs on trade flows. Sand suggests that shippers may be redirecting goods from the Far East to Europe instead of the United States, where tariffs on some Chinese imports have reached 245%.

While the Far East to Europe routes are seeing increases, other major trade lanes show different trends:

  • Far East to U.S. East Coast rates remain steady at $3,951 per FEU.
  • Far East to U.S. West Coast rates hold at $2,910 per FEU.
  • North Europe to U.S. East Coast rates are unchanged at $2,158 per FEU.

Year to date, all fronthaul trades have seen significant rate decreases, ranging from 20% for North Europe to U.S. East Coast to 50% for Far East to U.S. West Coast. That comes as carriers announce general rate increases and surcharges in an effort to shore up prices.

Adding to the complex market dynamics is port congestion in North Europe. Antwerp in Belgium, Le Havre in France, London Gateway and Germany’s Hamburg are experiencing heavy congestion due to various factors including weather, crane maintenance and labor unrest.

Sand warns of potential “carnage” when the record capacity from the Far East arrives in North Europe, given the average transit time of 55 days. “As we saw in 2021, congestion is toxic for ocean container shipping and can quickly spread across global supply chains.”

Find more articles by Stuart Chirls here.

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Can the US learn from China?

By every metric, China dominates global manufacturing. But how did this country, which was backward and impoverished, with a GDP per capita under $1,000 as late as 1999, transform itself into an industrial powerhouse? And what can other nations, particularly the United States, learn from China’s manufacturing success story?

This is JP Hampstead, co-host with Craig Fuller of the Bring It Home podcast. Welcome to the 21st edition of our newsletter, where we ask how China did it and what the U.S. can and can’t take from the Chinese example.

To understand the rise of Chinese manufacturing, we need to go back. In the late 1970s, China began opening up its economy under Deng Xiaoping’s leadership. This marked a significant shift from the country’s previously closed, centrally planned system to a more market-oriented approach. The timing was perfect: It was the high-water mark of union membership in the U.S., Western companies were seeking ways to reduce production costs, and China offered an abundance of low-cost labor.

Initially, China’s role in global manufacturing was primarily as a low-cost producer of simple, labor-intensive goods. However, over the decades, the country has transformed its manufacturing capabilities, moving up the value chain to produce increasingly sophisticated products. Today, China is not just a hub for textiles and toys but also for high-tech electronics, automotive parts and advanced machinery.

Several aspects of Chinese culture, institutions and public policies have contributed to this manufacturing success. First, there’s the cultural emphasis on hard work and collective achievement. The Chinese workforce is known for its diligence and willingness to put in long hours; alternatively, one could speak of the Chinese people’s pain tolerance and low expectations for quality of life.

Top-down industrial policies from Beijing have been instrumental in China’s manufacturing rise. The Chinese government has consistently prioritized industrial development, offering various incentives to attract foreign investment and technology transfer. These include tax breaks, subsidies and the establishment of special economic zones. The government has also invested heavily in infrastructure – including $153 billion for domestic ports between 2012 and 2019 alone – creating an environment conducive to large-scale manufacturing operations.

Another key factor is China’s vast and well-developed supply chain ecosystem. The concentration of suppliers, assemblers and logistics providers in manufacturing clusters allows for rapid prototyping, efficient production and quick turnaround times. This ecosystem is particularly evident in regions like Shenzhen, which has become a global hub for electronics manufacturing.

However, it’s important to note that China’s manufacturing success hasn’t come without high costs. Issues such as intellectual property infringement, labor rights concerns and environmental degradation have been persistent problems. Beijing is still choked with vast slums.

So, what can the United States learn from China? While some aspects of China’s approach may not be replicable or desirable in the U.S. context, there are certainly lessons to be drawn.

First, the importance of a coherent, long-term industrial policy cannot be overstated. The U.S. could benefit from a more strategic approach to supporting its manufacturing sector, including targeted investments in key industries and technologies.

Second, the U.S. could take cues from China’s emphasis on vocational education and training. Strengthening partnerships between educational institutions and industry could help create a workforce better aligned with the needs of modern manufacturing.

Third, the development of manufacturing ecosystems or clusters, similar to those in China, could enhance efficiency and innovation in U.S. manufacturing. This might involve incentives for co-location of suppliers and manufacturers in specific regions, or even the creation of special economic zones. Balaji Srinivasan recently tweeted in support of a “special Elon zone” without taxes or regulations around SpaceX’s Starbase in Texas.

But the U.S. can’t simply replicate China’s formula for success. Our federal government is divided and often at cross-purposes with itself, making ambitious policies difficult to achieve; our hard-tech sector often bears the cost of R&D that benefits the entire world; American workers have high expectations for their quality of life. So the U.S. must forge its own path to manufacturing competitiveness.

While China’s manufacturing success story offers valuable insights, the key for the U.S. lies in adapting relevant lessons to its own unique context and perhaps a strategy that leans into innovation rather than sheer scale, automation rather than cheap labor, critical machines rather than retail goods, and sustainable partnerships between labor and management.

Quotable

“China’s door of opening up  will not be closed but will only open wider, and our business environment will only get better.”
– China Vice Premier Ding Xuexiang at Davos 2025

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Novartis plans to invest $23 billion in US sites as Trump renews drug tariff threats

Swiss drugmaker Novartis said on Thursday it plans to spend $23 billion to build and expand 10 facilities in the U.S., as it grapples with renewed threats of drug import duties from the Trump administration. Novartis said it plans to build six new manufacturing plants, some of which will make raw pharmaceutical ingredients, as well as a new R&D site in San Diego.

LVMH mulls moving more manufacturing to the US amid continuing tariff chaos

On LVMH’s first-quarter 2025 earnings call on Monday, the French luxury giant revealed slightly lowered sales while highlighting recent successes like the debut of Sarah Burton designing for Givenchy and Tag Heuer’s return to sponsoring Formula 1.

But the question on every analyst’s mind was: How is LVMH feeling about tariffs? President Donald Trump’s rollout of disruptive tariffs has been causing headaches for fashion brands for weeks. LVMH is a leader in the fashion space, and CEO Bernard Arnault has close ties to Trump. The company’s reaction to the tariff rollout could serve as an indicator for the rest of the industry of just how dire things could be.

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C.H. Robinson delivers on AI, but investors still skeptical

C.H. Robinson (NASDAQ:CHRW) revealed Wednesday it has executed more than 3 million shipping tasks through its proprietary generative AI agents.

“Each additional shipping step we’ve automated beyond those has created new leaps in efficiency for global supply chains and freed our people to do more high-value work for our customers,” said Arun Rajan, chief strategy and innovation officer, in the release.

For context, Robinson isn’t new to AI. According to the global logistics provider, it has spent more than a decade integrating artificial intelligence at scale. In 2023, C.H. Robinson launched its first generative AI agent and began rolling out its features throughout 2024.

Rajan explained that more than 1 million price quotes and 1 million orders have already been processed by AI. Beyond quoting and ordering, these agents handle appointment setting for pickups and deliveries, monitor loads in transit and send tracking updates. 

One area seeing particularly strong traction in its AI investments is less-than-truckload shipping. Since incorporating LTL into its AI-driven quoting system, Robinson has reported monthly quote volumes jumping by at least 30%.

“In February and March, our AI took care of just as many LTL orders as truckload orders. … We first applied our orders AI agent to emails from our biggest customers with the most truckload volume. Now in 2025, we’re extending it to more of our customers in the small and medium business sector, who are heavy users of both email and LTL shipping. Instead of waiting up to four hours for a person to get to their shipment in an email queue, over 5,200 customers are getting their loads accepted in under 90 seconds,” said Mark Albrecht, VP for artificial intelligence, in the release.

In January, Robinson also launched an AI agent specifically designed to process inbound carrier emails offering truck capacity. Within a month, the system reportedly was uploading 10 times more trucks into the company’s real-time capacity center.

March had its own AI updates as well, including an upgraded appointment-scheduling AI, a pilot voice AI capability used for carrier status updates and a new model to automate responses to customer tracking requests. 

For anyone who’s followed the company’s earnings calls, these updates shouldn’t come as a surprise. CEO Dave Bozeman and Rajan have been consistently transparent about the company’s digital ambitions, especially as the freight market remains stuck in what Bozeman has called a “prolonged freight recession.”

RELATED: C.H. Robinson’s Q4 performance soars year on year but slows sequentially

Robinson’s fourth-quarter 2024 earnings painted a mixed picture: strong year-over-year gains in profitability, with its adjusted operating margin climbing to 26.8% and North American Surface Transportation income up 41.2%, even as revenue slid 6.6%. 

Yet, sequential declines across some segments and cautious forward guidance underscored that the company’s earnings strength isn’t riding on a market rebound. Instead, its focus remains on operational transformation.

Rajan made this clear on the last earnings call when he shared how generative AI is already helping automate nearly 10,000 transactions a day by parsing the flood of emails that logistics firms juggle.

The results shared Wednesday are important given how wary investors reacted to Robinson’s last earnings, when the stock slid nearly 6% despite margin improvements, as Wall Street remained skeptical about the freight recession’s grip. Since those earnings, its stock has declined approximately 8.8%.

C.H. Robinson’s next earnings call is set for April 30. 


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