• ITVI.USA
    15,341.400
    78.550
    0.5%
  • OTRI.USA
    24.780
    0.360
    1.5%
  • OTVI.USA
    15,289.500
    66.220
    0.4%
  • TLT.USA
    2.690
    0.010
    0.4%
  • TSTOPVRPM.ATLPHL
    2.550
    -0.030
    -1.2%
  • TSTOPVRPM.CHIATL
    3.030
    -0.080
    -2.6%
  • TSTOPVRPM.DALLAX
    1.450
    0.150
    11.5%
  • TSTOPVRPM.LAXDAL
    2.910
    -0.030
    -1%
  • TSTOPVRPM.PHLCHI
    1.700
    -0.040
    -2.3%
  • TSTOPVRPM.LAXSEA
    3.020
    -0.010
    -0.3%
  • WAIT.USA
    120.000
    0.000
    0%
  • ITVI.USA
    15,341.400
    78.550
    0.5%
  • OTRI.USA
    24.780
    0.360
    1.5%
  • OTVI.USA
    15,289.500
    66.220
    0.4%
  • TLT.USA
    2.690
    0.010
    0.4%
  • TSTOPVRPM.ATLPHL
    2.550
    -0.030
    -1.2%
  • TSTOPVRPM.CHIATL
    3.030
    -0.080
    -2.6%
  • TSTOPVRPM.DALLAX
    1.450
    0.150
    11.5%
  • TSTOPVRPM.LAXDAL
    2.910
    -0.030
    -1%
  • TSTOPVRPM.PHLCHI
    1.700
    -0.040
    -2.3%
  • TSTOPVRPM.LAXSEA
    3.020
    -0.010
    -0.3%
  • WAIT.USA
    120.000
    0.000
    0%
Company earningsNewsTruckloadTruckload Carriers

Truckload tightness to continue, U.S. Xpress report says

Carrier sees ‘high tide’ conditions potentially holding through 2021

In its September industry forecast, Chattanooga, Tennessee-based truckload (TL) carrier U.S. Xpress (NYSE: USX) identified three primary catalysts – higher driver turnover, declining TL capacity and “overwhelming” volumes – that will place upward pressure on rates through 2021.

“Each of these three themes will greatly influence trucking rates over the next four to six quarters. It’s becoming increasingly clear that high tide conditions will persist for a long while, so shippers and carriers will have to plan – and act – accordingly,” stated President and CEO Eric Fuller in the report.

The report cited an “ongoing series of dialogues with shippers and key partners” regarding capacity concerns and other tailwinds – a sustained period of carrier failures, a 30%-plus GDP forecast in the third quarter, an improvement in jobless claims and unemployment, an increase in personal savings throughout the pandemic, weakness in Class 8 truck orders and a surge in spot market activity – as reasons for higher rates in the quarters to come.

Also, a firming in the industrial sector, as evidenced by four consecutive months of improvement in the Purchasing Managers’ Index (PMI), a gauge of manufacturing activity, and a surge in the Logistics Managers’ Index (LMI), a survey of leading logistics executives, were offered as support of the company’s bullish outlook. The July LMI showed transportation capacity was nearing two-year lows.

“The entire trucking industry is scrambling to rise to the occasion,” the report stated.

A lack of drivers is becoming an issue

Driver turnover as reported by the Truckload Carriers Association (TCA) saw the largest one-month climb in July, increasing to 76% from 62% during the month of June. The headwinds to the driver pool are abundant – increasing driver age and retirements, the Drug & Alcohol Clearinghouse, fear of contracting or spreading COVID-19, low driver school enrollment due to social distancing restrictions and available employment in the construction market – and have hampered the available number of CDL drivers.

U.S. Xpress is calling for the driver pool to be down 200,000 drivers by the close of 2020. The company believes driver wage increases “as high as 15%” this year may be required to combat the industry’s driver issue. “When freight volumes erupt, drivers are a precious commodity,” the report stated.

Chart: (SONAR: EMPS.TRUK)

Earlier this week, Schneider National (NYSE: SNDR) announced a large initiative to expand its team driver fleet. The carrier said new drivers can now earn up to 61 cents per mile, noting “many Schneider Team drivers each earn over $90,000 per year.” The hiring program provides sign-up bonuses of up to $20,000 per team and referral bonuses of $10,000 for a team as long as both drivers have more than one year of experience.

The U.S. Xpress report said, “A rapid acceleration in Class 8 orders must occur in order to keep pace with current freight volumes,” noting 20 months of soft truck orders and a fourfold increase in bankruptcies year-over-year in 2019. Persistently high insurance premiums were also called out as a headwind to truck supply.

New truck orders have rebounded in the last two months, nearly doubling in June and up 74% in July, according to ACT Research. However, monthly orders have only hit the 20,000-unit threshold three times since December. The report pointed out that replacement demand of at least 23,000 units per month was needed to keep the industry fleet from contracting.

Outbound tender rejects (SONAR: OTRI.USA), a measure of the number of tendered loads carriers are rejecting, remain elevated at more than 25%, hovering around all-time highs.

Chart: (SONAR: OTRI.USA)

Demand to remain elevated and contract rates to move higher

U.S. Xpress doesn’t expect “overwhelming load volumes” to “settle down anytime soon.” Changes from COVID spending habits away from experiences and services to hard goods that require shipping have resulted in a volume surge that appears to have legs. Many retail and consumer packaged goods (CPG) companies are racing to keep items in stock. In addition to inventory replacement, some have speculated that many shippers will look to add as much as 5% to 10% of just-in-case inventory to avoid future supply shocks.

Chart: (SONAR: OTVI.USA)

U.S. Xpress sees these catalysts as driving spot rates higher and pulling contract rates upward as well. “If heavy freight volumes remain over the coming months and quarters, spot rates will likely surpass the heights seen in 2018 (absent considerable gains in truckload capacity),” the report said. 

The report also noted a recent trend echoed by other carriers. The expectation is that out-of-cycle contract negotiations, or mini bids, are likely to occur over the next couple of months to address contracts that were priced earlier in the year and aren’t reflective of the current capacity tightness.

Chart: (SONAR: TSTOPVRPM.USA)

Click for more FreightWaves articles by Todd Maiden.

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Todd Maiden

Based in Richmond, VA, Todd is the finance editor at FreightWaves. Prior to joining FreightWaves, he covered the TLs, LTLs, railroads and brokers for RBC Capital Markets and BB&T Capital Markets. Todd began his career in banking and finance before moving over to transportation equity research where he provided stock recommendations for publicly traded transportation companies.

One Comment

  1. As grain prices are are at almost record low and many smaller businesses have had to shut down have made many more truck drivers available. The current job market in Ontario Canada is other jobs are paying better money per hour and it allows parents to be home so the other spouse can still work. One local factory near London Ontario is starting new employees at $28.00 per hour plus medical and dental. Many owner ops with higher insurance costs of over $20,000 per year have had to park their trucks because of lower rates last year and when coronavoius hit were forced to shut down by the lack of credit to pay for insurance and plates. I have been saying since 2008 that we need better protection for truck drivers and owner ops. The current Ford government in Ontario has caused the many former truck drivers to end up homeless with their families. Until the both Fed and Ont government and the Ont trucking companies fix this problem young people who do volunteer hours see these homeless people think truck drivering is a bad job choice.

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