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Changes in supply chains, rising manufacturing demand and even the collapse of Yellow have more LTL trucking firms looking for business on the US-Mexico border.

A “pivot” from LTL acquisitions and terminal openings may signal greater belt-tightening by trucking companies in a continuing soft market.

Increased demand and diminishing new capacity will lead to an inflection point for logistics rents in a stronger second half of 2025, executives at the real estate developer say.

The announcement comes less than a month after FedEx said it would spin off FedEx Freight, which would be the largest standalone LTL provider in North America by revenue.

The largest intermodal provider in the US says it’s time for shippers to talk about higher rates for service but understands the shift is not likely to occur until the second half of the year.

With plenty of truck capacity still available, US shippers are trying to tamp down rising truck rates without driving off their current truckload carriers.

The Barstow International Gateway will be a transloading hub where the contents of ocean containers come to be transferred into 53-foot domestic containers to travel inland, ensuring quicker turnarounds of ocean boxes moving back to the ports of Los Angeles and Long Beach.

Projections for North American intermodal will likely be upended by some “black swan” event that isn’t even on the radar right now as there seems to be no shortage of potential hot spots and disruptors looming, writes Larry Gross.

A handful of companies unveiled new products in the last week intended to enable decision-making based off the visibility data they provide.

The US producer price index shows LTL pricing has been flat since September, but carriers continue to push for annualized increases in service contracts.

Domestic intermodal providers are frustrated that they’ve been unable to win significant rate increases in contracts in early 2025, but capacity in trucking and rail is still abundant and easy to procure.

Shipper-paid spot truck pricing from major US ports rose faster than the average US rate in late 2024 as importers prepared for a potential longshore strike.

The US last-mile market has become fragmented, benefiting shippers from both a cost and capacity perspective.

A confluence of factors, including vessel bunching at Asian load ports and a pre-Lunar New Year cargo surge, have combined to cause congestion at the port and reduce its railcar availability.

The lack of sustained underlying freight demand is keeping contract truckload rates close to flat, analysts and shippers say, despite a late-year seasonal gain in spot rates.

It’s important for railroads to prevent export containers from clogging their terminals because domestic and international intermodal cargo share terminal space.

The acquisition is part of a surge in logistics M&A transactions aimed at simplifying access to systems and services for shippers and brokers.

The challenges for truck demand growth in 2025 vary depending on activity in four major sectors: warehousing, office, data centers and manufacturing, according to Jason Miller.

Pitt Ohio’s acquisition of Sutton Transport is the latest in a string of acquisitions rebuilding the LTL sector from the middle out, and more regional acquisitions are expected.

More uptake of transactional pricing in the less-than-truckload market is a sign that some carriers are targeting smaller or more infrequent LTL shippers.

Shippers must weigh the merits of a single-source relationship on drayage through key ports over splitting volume among regional and national carriers, or even brokers.

The LTL sector will try to hold its ground on pricing until improvements in US manufacturing lift demand.

Despite the kudos for railroads, some market players question the value of pandemic-era comparisons, suggesting that 2024’s peak season aligns more closely with pre-pandemic trends.

It’s difficult to imagine international intermodal growing much more, if at all, on the US West Coast in 2025.

The considerable intermodal ocean volumes that ordinarily would have moved in 2025 have likely been pulled forward into 2024, writes analyst Larry Gross.

Whether it be geopolitical crises, labor unrest or the wild card of a second Trump administration, the global supply chain will face no shortage of unknowns in 2025.

Disentangling FedEx’s LTL and parcel units will take time, but it will rearrange the less-than-truckload market — and most likely raise LTL shipping costs.

The largest US less-than-truckload provider is set to become a separate, independent company as FedEx pivots to focus on its parcel delivery business.

With a prolonged peak season, some non-asset-based intermodal marketing companies are reporting difficulties securing rail-owned containers and slots on trains in Chicago, Portland and Oakland over the past month.

Acquisitions, new product releases and fresh investment among companies catering to truckload brokers speak to an industry wrestling with the need to make things easier for customers.

DCLI equipping domestic chassis with GPS fills an information gap on when shippers sit on cargo excessively.

The opening of a second span across the Laredo border will benefit CPKC trains to Atlanta and Chicago along with other transport providers such as Union Pacific Railroad and its customers.

The acquisition of Trucker Tools will give DAT access to carrier positioning data to arm its truckload broker customers.

While US customers are importing more than usual, C.H. Robinson Worldwide’s CEO Dave Bozeman doesn’t see a ‘major material’ pull-forward of goods in the last weeks before a potential US longshore strike.

A lawsuit filed Thursday in US District Court alleges the fourth-largest US freight broker e Worldwide Express engaged in a campaign of retaliation with a former agent.

A 30% increase in the total value of transportation and logistics acquisitions over the last six months signals a stronger market for M&A emerging in 2025, PwC says in a market report.

A partnership between C.H. Robinson Worldwide and Highway seeks to push carrier ID systems deeper into truck brokerage networks as shippers demand action to prevent cargo theft by fraudsters.

The two companies, already building a temperature-controlled warehouse at the site of CPKC’s intermodal terminal in Kansas City, Missouri, are looking to replicate that business model south of the border.

The direct sale of 12 terminals to Estes and R+L Carriers accelerates repositioning among the largest LTL carriers ahead of an anticipated increase in demand in 2025.

For-hire trucking companies are adding workers again, but not enough to handle any big surge in freight volumes, as prospective employees look for more local jobs.