<div class="phx-topic abstract-wrapper">A confluence of factors has created very strong demand for flatbed trucks in the United States, resulting in the longest waiting lists in recent history — shippers are advised to remain patient.</div>

A confluence of factors has created very strong demand for flatbed trucks in the United States, resulting in the longest waiting lists in recent history — shippers are advised to remain patient.

<div>A confluence of factors has created very strong demand for flatbed trucks in the United States – resulting the longest waiting lists in recent history and shippers are advised to remain patient. Photo credit: Shutterstock.com.Whether you are fracking in the Permian Basin or a construction company in the Midwest, overwhelming flatbed demand is forcing trucking companies to warn shippers about delays and slower service. There are a host of reasons behind the imbalance between freight levels and available trucks.West Texas Intermediate Crude (WTIC) has been trading near $70 per barrel — oil traded up 30 cents to $71.00 per barrel...

A confluence of factors has created very strong demand for flatbed trucks in the United States – resulting the longest waiting lists in recent history and shippers are advised to remain patient. Photo credit: Shutterstock.com. Whether you are fracking in the Permian Basin or a construction company in the Midwest, overwhelming flatbed demand is forcing trucking companies to warn shippers about delays and slower service. There are a host of reasons behind the imbalance between freight levels and available trucks. West Texas Intermediate Crude (WTIC) has been trading near $70 per barrel — oil traded up 30 cents to $71.00 per barrel Monday morning — much higher than in February 2016 when WTIC cost $30 per barrel. With those bullish prices, oil companies are fracking to capitalize on the stronger market, which has substantially increased their margins — requiring materials to be transported on trucks. Further, Florida and southeastern Texas are also rebuilding from devastating hurricanes in August and September 2017. Also, in the Midwest, winter weather eliminated more than a month off the usual construction calendar and compressed shipping schedules. Trucking companies are urging shippers to be patient and flexible on delivery requirements as a result. Click to enlarge "Flatbed capacity is exceedingly tight and will likely tighten further as milder weather finally arrives in northern regions. There seems to be very large imbalances regionally; creating ‘panic’ freight buying,” one anonymous shipper said in the biweekly Morgan Stanley Truckload Index. Flatbed spot market rates moved in concert with contract rates between January and April, rising from $2.00 to $2.20 per mile, excluding fuel surcharges, based on data from Morgan Stanley and DAT Solutions. Since then, the spot market has continued to rise above $2.30 per mile while contract rates have settled down. Fleet executives told JOC.com that contract prices are about 5 percent higher than last year. Spot market rates, including fuel surcharges, rose 7 cents to $2.72 per mile for the week ending May 5 — a record — and is higher than contract rates for the first time in a decade, according to Morgan Stanley. Flatbed spot rates rose 29.4 percent overall last month, according to DAT. Rates per mile were up 10 percent for flatbed carrier Daseke Inc., according to its first-quarter earnings report. Universal Logistics Holdings reported revenue per mile, excluding fuel surcharges, rose 12.7 percent year-over-year. “We have not seen a rate environment like this for a long, long time, if ever,” said Robert Ragan, chief financial officer with Melton Truck Lines. CEO: shippers waiting 10 to 14 days for an available truck “I’ve never seen anything like this in more than 30 years in business,” added Joyce Brenny, CEO of Brenny Transportation. “Volume was at least manageable a year ago. We were doing well and rates were good. But now it’s out of control, and we can’t keep up.” She said new shippers are waiting 10 to 14 days to get an available truck. Last year, the wait was about three days, and during leaner times it was as little as 24 hours. Owens Corning Chief Financial Officer Michael McMurray said that flatbed shipping costs “have driven a 15 percent increase in outbound shipping costs and are expected to persist for the balance of the year,” speaking on an earnings call. Anixter International, a distributor of communication and security products, said rate increases “in the mid-teens” translated into a 20-basis-point increase in operating expenses in the first quarter. Economic data shows the industries shipping freight on flatbed will continue to grow. The Institute for Supply Chain Management’s manufacturing index was 57.3 in April and hovered around 60 between December 2017 and March 2018. A number greater than 50 indicates economic expansion and economists generally agree 60 is a marker of robust conditions. The US Census Bureau reported building permits jumped 7.5 percent and construction spending rose 3.6 percent year-over-year in March. “These numbers give us an early indication of what’s to come because once the permits are approved, there is usually a 90- to 180-day period before construction actually starts,” said Dan Taylor, senior vice president of sales of Melton Truck Lines. “We see permit activity as fairly strong and consistent, so we believe it’s going to be a strong summer. That correlates with what our major shippers of construction products are telling us.” IHS Markit data shows auto production is expected to decline from 17.8 million to 17.3 million vehicles this year, but industry analysts believe the sector remains strong and figures will rebound in 2019. “The second, third, and fourth quarters this year should be very, very strong for the open deck carriers,” said Jay Folladori, president of Bennett Motor Express. “There is a heck of a lot more freight available than there are trucks in many, many markets.” Fracking taking flatbed capacity from other industries Exploration in the Permian Basin is siphoning trucks from other industries. With crude oil prices now double the price from two years ago, expect more investments in the future. Trip Rodgers, a financial analyst with energy investment firm BP Capital Fund Advisors, wrote in a recent report that an average well site requires at least 10,000 tons of frac sand, equating to about 400 truckloads. “Assuming 10 to 15 days for the completion stage of an average well, this implies 27 to 40 sand truckloads per day to each individual well,” Rodgers wrote. “We estimate this amounts to over 2,000 trucking round trips per day in the region, a figure that is expected to grow substantially in upcoming years.” Much of that material is moved on a tank truck, but energy producer Encana Corp. recently said it’s using more sandbox systems to place frac sand onto flatbeds. These well sites also require bits, piping, casings, tubing, blowout preventers, motors, drilling equipment, and steel coils and bars. DAT industry analyst Mark Montague said the top two flatbed lanes in April were intra-Houston and Houston to Midland, Texas. Rates between Houston and Midland were up 30 percent last month. What can you do to be a shipper of choice? Here are 12 steps to begin your efforts and a handy infographicto share with others. “A few years ago, four pipelines were built in just one year and the latest I have heard is they are out of capacity already,” Montague said. “What we’ve done is double down in that sector. And all the tax cuts have done is accelerate the investment in these sites in the basin.” According to a S&P Global Platts analysis, “Permian production growth could soon be the victim of its own success.” Even flatbed carriers that are not involved in the energy sector benefit when crude oil prices are higher, and conversely, shippers in unrelated industries take a financial blow. “When there is more freight activity in the oil markets, capacity tightens in our primary markets and drives up rates,” Ragan said. Flatbed trucks also serving hurricane rebuilding Much of the Houston flatbed activity is tied to the energy sector, but Montague acknowledges rebuilding efforts from Hurricane Harvey are also driving business. Home Depot leased a 300,000-square-foot warehouse in Jersey Village, Texas, and Lowe’s Companies leased on a 244,000-square foot warehouse near Bush International Airport. Both companies opened the new facilities to handle the new demand to buy building supplies in 2018. DAT’s top 10 flatbed lanes in April also included Dallas to Houston. Montague explained that Dallas is used as a staging ground to aggregate and distribute building materials and supplies elsewhere in the region. Freight lanes in Florida also appeared on the list, even though the Sunshine State is not usually a hotbed of flatbed activity, according to Montague. Jacksonville to Miami ended the month at No. 15, and Lakeland to Jacksonville was No. 17. Hurricane Irma caused $155 million in damages in Jacksonville and brought record-breaking flooding, according to the Federal Emergency Management Agency and the National Weather Service. Melton’s Taylor said he is monitoring rebuilding efforts because it could exacerbate the existing supply imbalance. Flatbed drivers relocating into Florida and Texas will reduce truck supply in other states. “If there are any major rebuilding projects in either state, it probably should be starting right about now,” Taylor said. Dry van and refrigerated spot rates rose exponentially in Florida and Texas last autumn and nervous shippers began to pay more on contractual freight to ensure guaranteed capacity. Winter mess in Midwest straps flatbed carriers The snowstorms and frigid temperatures in the Midwest wreaked havoc on railroad shippers this winter , but now there is a spillover into the flatbed market. “We had a lingering winter in places like northern Ohio and Illinois. And so we did not cancel spring, it was just being postponed for several weeks,” Montague said. The No. 9 busiest flatbed lane last month was Cleveland to Detroit and No. 16 was Cleveland to Chicago. In Minnesota, frost was still on the ground as of the early May. Brenny, whose company is based in St. Cloud, Minnesota, said that building season typically begins on April, requiring flatbeds to move materials to construction sites. Everything is compressed into a tighter window this year, however, because of the season beginning four to six weeks later owing to weather. “The brick, the steel, the lumber, the building products are just starting to move because of delayed spring. We were busy in January just hauling our normal, everyday loads, now add this extra demand on top and my goodness,” Brenny told JOC.com. “We lost at least one month on construction season so people are rushing to begin their projects, but there might be some delays because we can only haul so much.” For shippers, patience will be key to navigating this flatbed market. Although if you have been playing the spot market in recent years because the per-mile rates were cheaper than under a contract, there may not be any good answers. “If you worked with us in the lean times and listened to our early warnings about capacity, we will work with you. The shippers who played the market and kicked trucking to the back burner, it’s a little too late. The only thing they can do now is pay the rates. Moving forward, what you should do is be a shipper of choice because the current market is going to last for a while,” Brenny said. What can you do to be a shipper of choice? Here are 12 steps to begin your efforts and a handy infographic to share with others. Contact Ari Ashe at ari.ashe@ihsmarkit.com and follow him on Twitter: @ariashe_joc

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Flatbed

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Surging US flatbed demand delays service

<div class="phx-topic abstract-wrapper">A sense of uncertainty — if not alarm — about future demand and tariff levels on China has slowed, and even paralyzed, some orders from small and medium-sized importers, four veteran forwarders told the Journal of Commerce.</div>

A sense of uncertainty — if not alarm — about future demand and tariff levels on China has slowed, and even paralyzed, some orders from small and medium-sized importers, four veteran forwarders told the Journal of Commerce.

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<div class="phx-topic">The true toll of US tariffs on China is just beginning to be felt on the trans-Pacific. Months of frontloading that drove an earlier peak season have come to an end, and US retailers are pulling back on ordering for the rest of the year in the face of a slowing US economy and higher tariff costs. Shippers and consignees are also racking up stiffer demurrage and storage bills because demand uncertainty is slowing their pickup of containers from marine terminals. <div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6065756_0.1.jpg"></img></div>A sense of uncertainty — if not alarm — about future demand and tariff levels on China has slowed, and even paralyzed, some orders from small and medium-sized importers, four veteran forwarders told the Journal of Commerce. While China bookings haven’t cratered like they did in April when the Trump administration temporarily raised the US tariff level to 145%, forwarders warn of a renewed weakness in the market caused by more than just the end of peak season. Laden volumes from Asia to the US in July surged to a six-month high as shippers moved product ahead of August tariff deadlines. And while US imports are forecast to be up 5.8% year over year in August, <a href="https://www.joc.com/article/us-retailers-project-big-year-over-year-import-declines-to-close-out-2025-6060323">according to the latest Global Port Tracker (GPT)</a>, the rest of the year looks dismal. Volumes from September through December are expected to be down at least 20% year over year each month. Granted, volumes were elevated last year due to the threat of a labor strike on the East and Gulf coasts, but the current malaise is more than just tough 2024 comparisons. Small importers in particular are finding it harder to eat higher tariff costs, hampering orders as they try to push price increases onto consumers or back onto suppliers. <h3>Importers passing prices to consumers </h3>An index measuring the likelihood of US small business owners to increase prices hit its highest level in July since March 2024, according to the National Federation of Independent Businesses. A US Census Bureau survey of all US businesses, excluding farms, came to a similar conclusion, with 34% of respondents in late July saying they would increase prices over the next six months. Two weeks earlier, that figure was 29%. Even Home Depot, the second-largest US importer as measured by volume in 2024, is having to increase prices modestly. The company told investors Tuesday that while it had pledged in May not to increase prices due to tariffs, the tariff levels have since increased. August tends to be a strong year for inbound volumes, but not this year, said one executive for a forwarder, which serves big box importers and a top online retailer. Because of tariff uncertainty, the seasonality of the inbound trade “is out the window,” the source said. “We’re feeling the pinch,” he said. “I think we’ve got a couple rough months ahead.” <h3>Demurrage levels on the rise </h3>Customers importing lower-value goods have even begun abandoning containers as the cost of the tariffs outweighs what the items can be sold for. Even those who tapped bonded warehouse space face the prospect of no more reprieves in tariffs — and a hefty storage bill, the forwarder source said. Other customers are shifting toward origin-controlled cargo, in which the seller bears all shipping and customs costs until it delivers the goods to the buyer, he said. Rising demurrage levels at major US ports also speaks to increased deterioration in the trans-Pacific market. Demurrage levels have been rising all year but spiked in July to an average of 8.1 days, up from 3.8 days in January, according to data from transportation management visibility software vendor GoComet. While shipper customers of GoComet say erratic vessel reliability is playing a role in higher demurrage bills, tariff uncertainty is the main driver. Beneficial cargo owners (BCOs) “are either rushing orders to get ahead of tariffs or, more critically, canceling orders while cargo is already on the water,” said Lakshya Sharma, head of growth at GoComet. “This leaves them with containers at the destination that have to be held or rerouted, which directly results in demurrage.” Part of that uncertainty is that some importers aren’t confident that the 55% tariff rate agreed upon between the US and China in an initial framework of a trade deal won’t be adjusted again when the since-extended tariff truce expires Nov. 10, said the forwarder source, who predominantly serves Chinese exporters. That’s led to dribs and drabs of replenishment. “Customers are doing crazy types of operations to sustain their businesses,” he said. “Some customers that have (even) stopped ocean shipping and have gone to small parcel.” Contact Mark Szakonyi at <a href="mailto:mark.szakonyi@spglobal.com">mark.szakonyi@spglobal.com.</a></div>

The true toll of US tariffs on China is just beginning to be felt on the trans-Pacific. Months of frontloading that drove an earlier peak season have come to an end, and US retailers are pulling back on ordering for the rest of the year in the face of a slowing US economy and higher tariff costs. Shippers and consignees are also racking up stiffer demurrage and storage bills because demand uncertainty is slowing their pickup of containers from marine terminals. A sense of uncertainty — if not alarm — about future demand and tariff levels on China has slowed, and even paralyzed, some orders from small and medium-sized importers, four veteran forwarders told the Journal of Commerce. While China bookings haven’t cratered like they did in April when the Trump administration temporarily raised the US tariff level to 145%, forwarders warn of a renewed weakness in the market caused by more than just the end of peak season. Laden volumes from Asia to the US in July surged to a six-month high as shippers moved product ahead of August tariff deadlines. And while US imports are forecast to be up 5.8% year over year in August, according to the latest Global Port Tracker (GPT) , the rest of the year looks dismal. Volumes from September through December are expected to be down at least 20% year over year each month. Granted, volumes were elevated last year due to the threat of a labor strike on the East and Gulf coasts, but the current malaise is more than just tough 2024 comparisons. Small importers in particular are finding it harder to eat higher tariff costs, hampering orders as they try to push price increases onto consumers or back onto suppliers. Importers passing prices to consumers An index measuring the likelihood of US small business owners to increase prices hit its highest level in July since March 2024, according to the National Federation of Independent Businesses. A US Census Bureau survey of all US businesses, excluding farms, came to a similar conclusion, with 34% of respondents in late July saying they would increase prices over the next six months. Two weeks earlier, that figure was 29%. Even Home Depot, the second-largest US importer as measured by volume in 2024, is having to increase prices modestly. The company told investors Tuesday that while it had pledged in May not to increase prices due to tariffs, the tariff levels have since increased. August tends to be a strong year for inbound volumes, but not this year, said one executive for a forwarder, which serves big box importers and a top online retailer. Because of tariff uncertainty, the seasonality of the inbound trade “is out the window,” the source said. “We’re feeling the pinch,” he said. “I think we’ve got a couple rough months ahead.” Demurrage levels on the rise Customers importing lower-value goods have even begun abandoning containers as the cost of the tariffs outweighs what the items can be sold for. Even those who tapped bonded warehouse space face the prospect of no more reprieves in tariffs — and a hefty storage bill, the forwarder source said. Other customers are shifting toward origin-controlled cargo, in which the seller bears all shipping and customs costs until it delivers the goods to the buyer, he said. Rising demurrage levels at major US ports also speaks to increased deterioration in the trans-Pacific market. Demurrage levels have been rising all year but spiked in July to an average of 8.1 days, up from 3.8 days in January, according to data from transportation management visibility software vendor GoComet. While shipper customers of GoComet say erratic vessel reliability is playing a role in higher demurrage bills, tariff uncertainty is the main driver. Beneficial cargo owners (BCOs) “are either rushing orders to get ahead of tariffs or, more critically, canceling orders while cargo is already on the water,” said Lakshya Sharma, head of growth at GoComet. “This leaves them with containers at the destination that have to be held or rerouted, which directly results in demurrage.” Part of that uncertainty is that some importers aren’t confident that the 55% tariff rate agreed upon between the US and China in an initial framework of a trade deal won’t be adjusted again when the since-extended tariff truce expires Nov. 10, said the forwarder source, who predominantly serves Chinese exporters. That’s led to dribs and drabs of replenishment. “Customers are doing crazy types of operations to sustain their businesses,” he said. “Some customers that have (even) stopped ocean shipping and have gone to small parcel.” Contact Mark Szakonyi at  mark.szakonyi@spglobal.com.

Supply chain

Container Shipping News

Transport, Trade and Regulation News

Trans-Pacific

Maritime

Toll of US tariffs begins to emerge on unsettled trans-Pacific

<div class="phx-topic abstract-wrapper">A new method for billing for chassis usage involves GPS technology and geofencing, something TRAC hopes will encourage truckers and cargo owners to build a resilient fleet of equipment. </div>

A new method for billing for chassis usage involves GPS technology and geofencing, something TRAC hopes will encourage truckers and cargo owners to build a resilient fleet of equipment.

<div class="phx-topic">TRAC Intermodal, one of the US’ largest providers of marine chassis, has introduced a new pricing program aimed at encouraging trucking companies and beneficial cargo owners (BCOs) to maintain larger fleets of equipment as a buffer for when port volumes surge. The initiative, called “GeoFleet,” uses GPS technology and geofencing to track chassis usage. Under the plan, TRAC customers entering long-term lease agreements would pay a fixed daily rate for the first 50% of their leased chassis, regardless of whether they are used. That is the traditional model of charging for chassis. For the other half of the chassis under contract, charges are based on GPS data and geofencing, a new way to charge for usage. If the trucker or BCO uses the chassis only once per month, then they are billed for a single day. If the chassis leaves the geofenced area 20 times in a month, then the bill reflects 20 days of use. “It gives reassurance to customers that when [container] volume ticks up, they don't need to rush to us and say, ‘Oh, I need more term lease units,’ or ‘Oh I need to utilize pool units for the rail terminal or port’,” Jake Gilene, TRAC’s chief commercial officer, told the Journal of Commerce. Gilene said, for example, a trucker or BCO who regularly uses 500 chassis could lease 1,000 under the program. While the first 500 would be billed under the traditional model, the additional 500 would only incur charges on the days they left the geofence area. In normal market times, many of those units might never leave the geofence, but the surplus fleet would be readily available to the trucker or BCO during demand spikes. While the program benefits customers who have chassis in reserve that they would only pay for when needed, TRAC benefits because fewer chassis are occupying space in its depots and fewer customers would be frantically calling the company seeking equipment during a surge in demand. Customers being proactive rather than reactive reduces the likelihood TRAC will have to reposition chassis between US cities. <h3>Program made small launch in spring </h3>TRAC unveiled the GeoFleet program in the spring but didn’t want to publicize it until the company determined if the business model worked in a controlled setting before opening it up to a larger group of customers. TRAC competitor DCLI does not offer a comparable pricing program to GeoFleet but points out other improvements it has made for its long-term customers. DCLI has increased the number of chassis that have received tire upgrades, introduced leasing programs that let customers tailor the size and makeup of their fleets, and created a premium pool that guarantees customers high-quality equipment. “DCLI has been touting the benefits of chassis choice for several years now,” Mike O’Malley, the company’s senior vice president for government and public relations, said in a statement to the Journal of Commerce. “We believe our customers are best positioned to decide which procurement method fits their business.” Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a>. </div>

TRAC Intermodal, one of the US’ largest providers of marine chassis, has introduced a new pricing program aimed at encouraging trucking companies and beneficial cargo owners (BCOs) to maintain larger fleets of equipment as a buffer for when port volumes surge. The initiative, called “GeoFleet,” uses GPS technology and geofencing to track chassis usage. Under the plan, TRAC customers entering long-term lease agreements would pay a fixed daily rate for the first 50% of their leased chassis, regardless of whether they are used. That is the traditional model of charging for chassis. For the other half of the chassis under contract, charges are based on GPS data and geofencing, a new way to charge for usage. If the trucker or BCO uses the chassis only once per month, then they are billed for a single day. If the chassis leaves the geofenced area 20 times in a month, then the bill reflects 20 days of use. “It gives reassurance to customers that when [container] volume ticks up, they don't need to rush to us and say, ‘Oh, I need more term lease units,’ or ‘Oh I need to utilize pool units for the rail terminal or port’,” Jake Gilene, TRAC’s chief commercial officer, told the Journal of Commerce. Gilene said, for example, a trucker or BCO who regularly uses 500 chassis could lease 1,000 under the program. While the first 500 would be billed under the traditional model, the additional 500 would only incur charges on the days they left the geofence area. In normal market times, many of those units might never leave the geofence, but the surplus fleet would be readily available to the trucker or BCO during demand spikes. While the program benefits customers who have chassis in reserve that they would only pay for when needed, TRAC benefits because fewer chassis are occupying space in its depots and fewer customers would be frantically calling the company seeking equipment during a surge in demand. Customers being proactive rather than reactive reduces the likelihood TRAC will have to reposition chassis between US cities. Program made small launch in spring TRAC unveiled the GeoFleet program in the spring but didn’t want to publicize it until the company determined if the business model worked in a controlled setting before opening it up to a larger group of customers. TRAC competitor DCLI does not offer a comparable pricing program to GeoFleet but points out other improvements it has made for its long-term customers. DCLI has increased the number of chassis that have received tire upgrades, introduced leasing programs that let customers tailor the size and makeup of their fleets, and created a premium pool that guarantees customers high-quality equipment. “DCLI has been touting the benefits of chassis choice for several years now,” Mike O’Malley, the company’s senior vice president for government and public relations, said in a statement to the Journal of Commerce. “We believe our customers are best positioned to decide which procurement method fits their business.” Contact Ari Ashe at ari.ashe@spglobal.com .

New TRAC offering reimagines pricing model for chassis use

<div class="phx-topic abstract-wrapper">The deal comes as freight marketplaces and solutions providers look to expand their services to offer carriers, shippers and brokers end-to-end platforms. </div>

The deal comes as freight marketplaces and solutions providers look to expand their services to offer carriers, shippers and brokers end-to-end platforms.

<div class="phx-topic">Freight marketplace Truckstop.com said Tuesday it is expanding the reach of its spot-market technology platform by acquiring Denim, a financial technology company and factoring service. The deal will speed payments for carriers and freight brokers using Truckstop.com. Terms of the acquisition were not disclosed. The acquisition comes as freight marketplaces and solutions providers look to expand their services to offer carriers, shippers and brokers end-to-end platforms. Truckstop.com rival DAT Freight &amp; Analytics in late July <a href="https://www.joc.com/article/dat-acquiring-convoy-automation-platform-from-flexport-6051850">acquired the Convoy platform</a> from Flexport, two months after it acquired <a href="https://www.joc.com/article/dat-adds-in-house-factoring-services-with-latest-acquisition-6005462">payments and factoring technology provider Outgo</a>. Earlier this year, factoring provider Triumph Financial <a href="https://www.joc.com/article/triumph-acquires-broker-focused-pricing-technology-provider-greenscreensai-5951484">acquired Greenscreens.ai</a>, a spot truckload pricing and analytics provider. The wave of acquisitions is driven in part by the rapid development of AI and the need to protect competitive positions in the logistics technology sector. But it also represents an evolution of the load board model, one in which Truckstop has fiercely competed with DAT over the years. Issues such as carrier cash flow, cargo theft and fraud, and rate benchmarking have put load boards under intense scrutiny, so DAT and Truckstop have responded by making acquisitions intended to build stickiness with broker customers and trust from carriers. <h3>Truckstop in midst of ‘strategic realignment’ </h3>Truckstop’s purchase of Denim, founded in 2019, is the first acquisition announced by the company since the <a href="https://www.joc.com/article/truckstop-begins-strategic-realignment-names-founder-as-interim-ceo-6020214">return of its founder</a>, Scott Moscrip, to the CEO’s seat in June. Moscrip, who founded Truckstop.com in 1995, is serving as interim CEO while leading a “strategic realignment” of the company with an emphasis on innovation. Truckstop.com noted that AI and automation have helped reduce the time to process 75% of Denim’s factoring payments to under one minute. Denim is one of a cohort of payment, finance and factoring software companies to have emerged in recent years, alongside companies such as Loop, Upwell, BasicBlock and Moneiva. Established players in that space include US Bank, Cass, and Triumph. Contact William B. Cassidy at <a href="mailto://bill.cassidy@spglobal.com">bill.cassidy@spglobal.com</a>.Senior Editor Eric Johnson contributed to this report.</div>

Freight marketplace Truckstop.com said Tuesday it is expanding the reach of its spot-market technology platform by acquiring Denim, a financial technology company and factoring service. The deal will speed payments for carriers and freight brokers using Truckstop.com. Terms of the acquisition were not disclosed. The acquisition comes as freight marketplaces and solutions providers look to expand their services to offer carriers, shippers and brokers end-to-end platforms. Truckstop.com rival DAT Freight & Analytics in late July acquired the Convoy platform from Flexport, two months after it acquired payments and factoring technology provider Outgo . Earlier this year, factoring provider Triumph Financial acquired Greenscreens.ai , a spot truckload pricing and analytics provider. The wave of acquisitions is driven in part by the rapid development of AI and the need to protect competitive positions in the logistics technology sector. But it also represents an evolution of the load board model, one in which Truckstop has fiercely competed with DAT over the years. Issues such as carrier cash flow, cargo theft and fraud, and rate benchmarking have put load boards under intense scrutiny, so DAT and Truckstop have responded by making acquisitions intended to build stickiness with broker customers and trust from carriers. Truckstop in midst of ‘strategic realignment’ Truckstop’s purchase of Denim, founded in 2019, is the first acquisition announced by the company since the return of its founder , Scott Moscrip, to the CEO’s seat in June. Moscrip, who founded Truckstop.com in 1995, is serving as interim CEO while leading a “strategic realignment” of the company with an emphasis on innovation. Truckstop.com noted that AI and automation have helped reduce the time to process 75% of Denim’s factoring payments to under one minute. Denim is one of a cohort of payment, finance and factoring software companies to have emerged in recent years, alongside companies such as Loop, Upwell, BasicBlock and Moneiva. Established players in that space include US Bank, Cass, and Triumph. Contact William B. Cassidy at bill.cassidy@spglobal.com . Senior Editor Eric Johnson contributed to this report.

Logistics Technology News

Truckload

Surface

Truckstop.com acquires truckload factoring service Denim

<div class="phx-topic abstract-wrapper">The acquisition will allow Overhaul to incorporate FreightVerify’s visibility data that helps shippers and logistics providers measure when freight is at risk while in transit.</div>

The acquisition will allow Overhaul to incorporate FreightVerify’s visibility data that helps shippers and logistics providers measure when freight is at risk while in transit.

<div class="phx-topic">Supply chain management software vendor Overhaul on Tuesday said it has acquired a visibility provider that caters predominantly to automotive and healthcare shippers in a bid to extend its value from risk management to inventory control. The deal for Michigan-based FreightVerify, terms of which were not disclosed, will see Overhaul incorporating FreightVerify’s part-level visibility data into its platform that helps shippers and logistics providers measure when freight is at risk while in transit. Transportation visibility has traditionally been centered around container or truckload-level tracking, whereas most shippers tend to need more granular information at a part, pallet, or product-level basis. “Enterprises need dynamic inventory control,” Overhaul CEO Barry Conlon told the Journal of Commerce. “It’s not telling them there’s a problem; it’s telling them what was done to resolve the problem.” Conlon said the demand from shippers, in particular, is managed services, not purely a software-as-a-service (SaaS) platform, and that the FreightVerify acquisition helps Overhaul move further in that direction. “Putting all these data streams together is compelling,” he said. FreightVerify was founded in 2014 by Larne Dornell and Yossi Sheffi to help shippers with complex supply chains receive granular visibility into parts and stock-keeping units (SKUs). Sheffi is better known as the director of the MIT Center for Transportation &amp; Logistics. FreightVerify has found particular success in the automotive and healthcare verticals. Conlon said incorporating part-level data into Overhaul’s platform will expose FreightVerify’s product to a wider market beyond industries such as automotive and healthcare. Overhaul customers typically use the platform to help track freight and identify security risks that could compromise production schedules or in-store availability. <h3>Goods in motion harder to track </h3>In particular, the merged application will help shippers get a warehouse level of tracking for goods in motion, which are generally harder to track. The solution will be targeted at “high-consequence cargo across the high-tech, consumer, automotive, healthcare, and life sciences industries, where visibility, precision, and protection are non-negotiable,” Overhaul said in a statement. Overhaul nominally competes in the freight visibility category with names such as project44, FourKites, and Shippeo, although it has always been more focused on the risk management end of the visibility spectrum, as it was developed as a tool to help monitor cargo security. Moving into the broader market of risk management pits it against companies such as Everstream Analytics and Resilinc. Overhaul’s last acquisition came in 2023 with its purchase of competitor SensiGuard. Conlon said Overhaul’s strong customer base in high-tech and pharmaceuticals complements FreightVerify’s industry focus, and that there is little existing customer overlap. “It’s a nice tuck-in for us,” Conlon said. “They needed a home, and we won’t break stride.” Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>.</div>

Supply chain management software vendor Overhaul on Tuesday said it has acquired a visibility provider that caters predominantly to automotive and healthcare shippers in a bid to extend its value from risk management to inventory control. The deal for Michigan-based FreightVerify, terms of which were not disclosed, will see Overhaul incorporating FreightVerify’s part-level visibility data into its platform that helps shippers and logistics providers measure when freight is at risk while in transit. Transportation visibility has traditionally been centered around container or truckload-level tracking, whereas most shippers tend to need more granular information at a part, pallet, or product-level basis. “Enterprises need dynamic inventory control,” Overhaul CEO Barry Conlon told the Journal of Commerce. “It’s not telling them there’s a problem; it’s telling them what was done to resolve the problem.” Conlon said the demand from shippers, in particular, is managed services, not purely a software-as-a-service (SaaS) platform, and that the FreightVerify acquisition helps Overhaul move further in that direction. “Putting all these data streams together is compelling,” he said. FreightVerify was founded in 2014 by Larne Dornell and Yossi Sheffi to help shippers with complex supply chains receive granular visibility into parts and stock-keeping units (SKUs). Sheffi is better known as the director of the MIT Center for Transportation & Logistics. FreightVerify has found particular success in the automotive and healthcare verticals. Conlon said incorporating part-level data into Overhaul’s platform will expose FreightVerify’s product to a wider market beyond industries such as automotive and healthcare. Overhaul customers typically use the platform to help track freight and identify security risks that could compromise production schedules or in-store availability. Goods in motion harder to track In particular, the merged application will help shippers get a warehouse level of tracking for goods in motion, which are generally harder to track. The solution will be targeted at “high-consequence cargo across the high-tech, consumer, automotive, healthcare, and life sciences industries, where visibility, precision, and protection are non-negotiable,” Overhaul said in a statement. Overhaul nominally competes in the freight visibility category with names such as project44, FourKites, and Shippeo, although it has always been more focused on the risk management end of the visibility spectrum, as it was developed as a tool to help monitor cargo security. Moving into the broader market of risk management pits it against companies such as Everstream Analytics and Resilinc. Overhaul’s last acquisition came in 2023 with its purchase of competitor SensiGuard. Conlon said Overhaul’s strong customer base in high-tech and pharmaceuticals complements FreightVerify’s industry focus, and that there is little existing customer overlap. “It’s a nice tuck-in for us,” Conlon said. “They needed a home, and we won’t break stride.” Contact Eric Johnson at eric.johnson@spglobal.com .

Overhaul dives deeper into ‘part-level’ tracking with FreightVerify deal

<div class="phx-topic abstract-wrapper">The NMFTA’s preliminary freight charges API helps notify shippers of changes to charges, including reweighing and classification, before delivery and final invoicing.</div>

The NMFTA’s preliminary freight charges API helps notify shippers of changes to charges, including reweighing and classification, before delivery and final invoicing.

<div class="phx-topic">A new technical standard aims to plug a gap in less-than-truckload (LTL) visibility by giving shippers a better view of how LTL charges may change as shipments cross docks. The release of the preliminary freight charges application programming interface (API) standard last week comes as <a href="https://www.joc.com/article/us-ltl-rates-still-rising-after-muted-response-to-shipment-reclassification-6063877">LTL charges are in flux</a>. Changes to the National Motor Freight Classification (NMFC) may increase, or decrease, the rates shippers pay. “It remains to be seen how many invoices will be changed because of the NMFC reclassification,” said Brian Thompson, chairman of the Digital LTL Council, a division of the National Motor Freight Traffic Association (NMFTA). ”We really wanted to get out in the forefront of those NMFC changes,” said Thompson, who also is chief commercial officer for SMC3, an LTL association and data solutions provider. Revisions to the NMFC that took effect July 19 shifted more than 2,000 products or commodities into classes determined by density alone, rather than other shipping characteristics. The new API brings the NMFTA closer to offering a set of digital standards covering LTL shipping processes from a shipper’s dock to final delivery at a consignee. The preliminary freight charges API follows an electronic bill of lading standard and a standard for pickup requests and visibility, Thompson said. An in-transit visibility API standard is slated for release by the Digital LTL Council later this year, he said. <h3>Changes in transit </h3>The preliminary freight charges standard addresses a problem for shippers that has grown as new technology becomes available for carriers: invoices that change in transit. More and more carriers have dimensioners and scales used to reweigh shipments and reclassify them after they reach a carrier’s dock. That can lead to <a href="https://www.joc.com/article/us-ltl-carriers-laying-groundwork-for-higher-pricing-in-2025-5822094">changes in billed charges</a> that a shipper may not see until an invoice is reviewed weeks later. “This is really valuable for shippers and third-party logistics providers,” said Scooter Sayers, director of business development/LTL solutions for Cubiscan. “It’s all about early visibility, passing information back and forth and getting everybody on the same page.” Cubiscan develops dimensioning equipment and is not part of the LTL Digital Council. Logistics providers and carriers are already providing preliminary data on freight charges to shippers, but “putting a standard out there makes things easier for everybody,” Sayers said. Contact William B. Cassidy at <a href="mailto://bill.cassidy@spglobal.com">bill.cassidy@spglobal.com</a>. </div>

A new technical standard aims to plug a gap in less-than-truckload (LTL) visibility by giving shippers a better view of how LTL charges may change as shipments cross docks. The release of the preliminary freight charges application programming interface (API) standard last week comes as LTL charges are in flux . Changes to the National Motor Freight Classification (NMFC) may increase, or decrease, the rates shippers pay. “It remains to be seen how many invoices will be changed because of the NMFC reclassification,” said Brian Thompson, chairman of the Digital LTL Council, a division of the National Motor Freight Traffic Association (NMFTA). ”We really wanted to get out in the forefront of those NMFC changes,” said Thompson, who also is chief commercial officer for SMC3, an LTL association and data solutions provider. Revisions to the NMFC that took effect July 19 shifted more than 2,000 products or commodities into classes determined by density alone, rather than other shipping characteristics. The new API brings the NMFTA closer to offering a set of digital standards covering LTL shipping processes from a shipper’s dock to final delivery at a consignee. The preliminary freight charges API follows an electronic bill of lading standard and a standard for pickup requests and visibility, Thompson said. An in-transit visibility API standard is slated for release by the Digital LTL Council later this year, he said. Changes in transit The preliminary freight charges standard addresses a problem for shippers that has grown as new technology becomes available for carriers: invoices that change in transit. More and more carriers have dimensioners and scales used to reweigh shipments and reclassify them after they reach a carrier’s dock. That can lead to changes in billed charges that a shipper may not see until an invoice is reviewed weeks later. “This is really valuable for shippers and third-party logistics providers,” said Scooter Sayers, director of business development/LTL solutions for Cubiscan. “It’s all about early visibility, passing information back and forth and getting everybody on the same page.” Cubiscan develops dimensioning equipment and is not part of the LTL Digital Council. Logistics providers and carriers are already providing preliminary data on freight charges to shippers, but “putting a standard out there makes things easier for everybody,” Sayers said. Contact William B. Cassidy at bill.cassidy@spglobal.com .

New API standard advances LTL billing transparency

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At SSA Marine Mexico, we firmly believe that business development must go hand in hand with social and environmental well-being. Our vision is not solely focused on operating efficiently, but also on creating a meaningful and positive impact in the communities where we are present. Since 1995, we have reaffirmed this commitment through tangible actions that reflect our core values of responsibility, solidarity, and sustainability. <span class="joc_admin__inline-image joc_admin__inline-image-aspect-ratio-3_2 joc_admin__inline-image-position-left joc_admin__inline-image-size-medium" data-figure-size="medium" data-figure-position="left" data-figure-aspect-ratio="3:2"><img src="/content-assets/1752584535914_Photo%201.jpg" alt="" class="joc_admin__inline-image-inherit"> A Year of Major Achievements Over the past year, we allocated more than $107,000 USD to the implementation of 60 social and environmental projects, positively impacting over 7,800 people across various regions of Mexico. Each initiative was designed with a holistic approach, addressing key areas that contribute to long-term community development. Education: Laying the Foundation for the Future Education is one of the most powerful tools to promote social mobility and equitable development. At SSA Marine Mexico, we support academic initiatives that inspire and empower the next generation of leaders. One of our most impactful partnerships was with the University of Colima, where we sponsored the “Reto Camp” program. This initiative encourages university students to develop innovative solutions in the fields of sustainability, logistics, and port operations, offering them mentorship, tools, and real-world challenges to solve. In addition, we donated microscopes, school supplies, and educational materials to institutions in underserved communities, helping to improve the learning environment and provide students with the resources they need to succeed. Health and Sports: Promoting Wellness We believe that healthy communities are strong communities. We have supported several local sporting events and provided direct assistance to talented athletes, enabling them to pursue their passions and represent their regions with pride. Beyond sports, we also strengthened our collaboration with critical emergency response organizations such as the Mexican Red Cross and Civil Protection. Our contributions helped enhance their readiness and capabilities in times of crisis, ensuring better outcomes for those affected by emergencies. Supporting Vulnerable Groups: Reaching Those Who Need It Most A core part of our social responsibility efforts is directed toward supporting vulnerable populations. We have contributed to a range of initiatives focused on children, migrants, and at-risk families. These efforts included donations to orphanages and shelters, as well as support for the National Institute of Migration and grassroots organizations dedicated to protecting and empowering people facing adversity. By standing with those in need, we reinforce our commitment to inclusion and social justice, values that are central to our identity as a responsible company. <span class="joc_admin__inline-image joc_admin__inline-image-aspect-ratio-3_2 joc_admin__inline-image-position-left joc_admin__inline-image-size-medium" data-figure-size="medium" data-figure-position="left" data-figure-aspect-ratio="3:2"><img src="/content-assets/1752584944645_Photo%202.png" alt="" class="joc_admin__inline-image-inherit">Culture: Strengthening Community Identity Cultural identity is a key element in building resilient and united communities. At SSA Marine Mexico, we actively participate in the organization and sponsorship of cultural events that celebrate local traditions and foster civic pride. Working alongside port authorities and municipal governments, we helped bring music, art, and heritage to the forefront, creating spaces for community engagement and intercultural dialogue. Environment: Investing in the Planet Our commitment to sustainability goes beyond operations—it’s a philosophy that drives every decision we make. We have partnered with environmental institutions to carry out reforestation campaigns, beach cleanups, and conservation efforts. In collaboration with the Institute for the Environment, we supported initiatives aimed at decarbonization, biodiversity protection, and environmental education. By involving our employees and local volunteers in these actions, we also foster a culture of environmental stewardship throughout our organization and our surrounding communities. Innovation for a Sustainable Future Sustainability is not just about doing good—it’s also about doing things better. In 2024, we invested $22 million USD in the acquisition of 11 state-of-the-art E-RTG cranes. These electric rubber-tired gantry cranes represent a significant technological advancement in port equipment. Seven of them are already operating on clean electric energy, resulting in a reduction of nearly 4,000 tons of CO₂ emissions and improving operational efficiency by 7%. The remaining four cranes are fully compatible with future electrification, underscoring our long-term strategy to modernize our operations in an environmentally responsible way. This investment is part of a broader innovation roadmap that includes digitalization, automation, and cleaner energy sources—all designed to ensure that our ports continue to grow without compromising the health of our planet. Building a Better Tomorrow, Together At SSA Marine Mexico, we understand that sustainability is a shared and ongoing responsibility. True impact requires collaboration across sectors, long-term vision, and unwavering commitment. That is why we continue to work hand-in-hand with local authorities, non-profit organizations, universities, and our own employees to create solutions that are both scalable and sustainable. Our journey is far from over. In the years ahead, we will continue to deepen our community engagement, explore cleaner technologies, and strengthen the social fabric of the regions where we operate. Each initiative, no matter the size, is a step toward building a future where business success goes hand-in-hand with human and environmental prosperity. We are proud of what we have achieved in 2024, but we are even more excited about what lies ahead. SSA Marine Mexico — Moving the World, Caring for People and Planet. LINK: https://www.ssamarine.mx/

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