North American Freight Market Insights

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Transportation Market Overview and Freight Trends

SPECIAL NEWS ALERT: U.S. freight rail negotiations reach settlement

The White House released a statement early Thursday (September 15) morning that negotiations were complete and a strike has been averted. Railroads are expected to run on normal service moving forward. Now that an agreement has been reached with union representatives, members of each union will need to ratify it. That process is expected to take place over the next couple of weeks.

The negotiation effort involved a host of industry organizations as advisors, including C. H. Robinson. C.H. Robinson continued communication with government officials, railroads and union representatives throughout the process.

 

TOP STORY: A Normal Trucking Market

The two most common questions shippers ask about the full truckload and LTL trucking markets are:

  • Has trucking returned to normal?
  • When will trucking return to normal?

However, the answer to those questions bets another question—what is normal? When it comes to the trucking market, normal may be a matter of perspective. Certainly, truckload and LTL trucking should be viewed both together and separately when considering this question.

LTL continues to demonstrate freight volumes at, or exceeding, industry supply capabilities

The manufacturing industry is the historical foundation of the LTL trucking segment, and it continues to demonstrate growth in both the Purchasing Managers Index and job creation. The August ISM-PMI registered 52.8, which illustrates the 27th consecutive month of growth, all be it slowing growth.

In addition, manufacturing employment increased by 22,000 in August according to the Bureau of Labor Statistics, continuing its expansion. With LTL's foundation freight of manufacturing expanding, LTL continues to benefit from the expansion of the ecommerce retail that middle-mile freight needs.

According to the U.S. Census Bureau, ecommerce retail continued to grow through the second quarter at 1.9% above the first quarter 2022—and 6.8% above last year’s quarter two.

While the trucking market corrected from the first quarter of 2022 to five-year historical pattern of spot market tension, these two industries are central to the LTL freight volume demand—exceeding the LTL industry capacity and ability to hold its pricing. It might be said that the LTL market created a new normal founded on continued growth and sophisticated freight acceptance and pricing disciplines.

Truckload market indicators demonstrate a healthy well performing market

The for-hire truckload market is divided into two primary segments, the spot market and the contract market. The spot market remains near the five-year average of load to truck ratio (LTR) since week 13 according to DAT. The contract market (as displayed in First Tender Acceptance (FTA) and Route Guide Depth (RGD) topped its pre-pandemic performance levels according to TMC, a division of C.H. Robinson. It is a reasonable assertion that these levels of market performance are considered normal.

Change can also be considered the market norm

Below, we highlighted the current cycle as edging closer to "over supply." The truckload market cycles through phases of capacity in greater supply than freight volume (over supply) to capacity being well below freight volume (under supply) with a transition period between each phase.

for-hire truckload market

Figure credit: originally narrated by ACT Research with image created by C.H. Robinson.

Today's market is performing at well supplied, but seemingly not fully oversupplied yet. The market will shift to oversupply if additional class-8 tractor purchases in 2022 net an expanded fleet and/or freight volumes decline materially.

The question that remains then, is only really a matter of when. However, the key is that while this cycle is inevitable, the level of over and under supply (as well as the length of time for each cycle phase is not predetermined) is a result of market forces. What can be determined is that the market cycle—is actually the normal market

Market forces can influence our historical perspectives of a normal market

While the market will go through its expected full cycle, the experience each time is different and impacted by a host of forces. This table illustrates the expected forces, as well as the new factors to the 2022 experience:

Supply forces (simplified) Demand forces 2022 unique influences

New truck sales (private and for-hire fleets)

GDP rate

Recession

New trailer and chassis sales

Manufacturing industry

Inbound supply chain disruptions

Trucking labor growth or decline (private and for-hire fleets)

Retail industry

Russia/Ukraine conflict

New trucking firm start-ups or closures

Housing industry

Shifting consumer demand

Used truck pricing and exports

Employment/unemployment

Higher fuel prices

LTL and rail infrastructure investments

Inventory levels and ratios

Inflation and high interest rates

 

Normal in the trucking industry can be understood as perpetual change

Because the trucking market is always evolving through these cycles, a transportation strategy will deliver best results if it's designed for this evolution. Resiliency is achieved through strategies that respect and segment freight portfolios by their leading attributes. A strategic segmentation strategy to transportation will include the following perspectives/attributes:

Market corridor Demand pattern Business process Location Mode

Over supplied

High volume

Manual

Origin attributes

Truck contract

Under supplied

Consistency

Digitally enabled

Consignee attributes

Truck spot

Balanced

Volatility

Supply chain integrated

Example: Dwell history

Intermodal

Lightly served

 

Lead time of tenders

 

Consolidation

 

 

 

 

LTL

 

 

 

 

Parcel

 

Plan for the norm—constant evolution with influencers that can be anticipated, as well as those that cannot. If you need more information, please reach out to your C.H. Robinson account manager or sales representative for a consultation regarding your transportation strategy.

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Full Truckload Shipping

TOP STORY: Truck driver appreciation week

We are saying thank you. National Truck Driver Appreciation Week began Sunday, September 11. We’re counting on you to help spread goodwill by thanking all truck drivers—both domestic and marine drayage drivers—for delivering just about everything we use in our day-to-day lives. C.H. Robinson is celebrating drivers through September 23, and in addition to giving drivers the credit they deserve, you’ll have the opportunity to help deliver charitable donations and giveaways just by saying thanks.


  • We are giving away a total of $100,000 to carriers as part of our driver appreciation sweepstakes.
  • In addition, we are making a $5 donation to the St. Christopher Truckers Relief Fund for every post that uses the hashtag #ThanksForEverythingLiterally, on LinkedIn, Twitter, or Facebook.

Drivers keep the global supply chain, and everything in it, moving. Join us this week in celebrating truck drivers and thanking them for everything. Literally. Please help say thank to truck drivers.

Spot market, committed market, and capacity insights

As mentioned previously, normal in trucking is the constant evolution of the truckload market. We opened with some insights on the five-year average of the spot market and the performance of the contract truckload market at pre-pandemic levels. Now, we will shift our focus to today's truckload market with information regarding national averages and regional experiences.

Spot market continues around five-year averages

As reported last month, the spot market volume decline coincided with the return of drivers from COVID-19 in the first quarter. Like any market, there is some week-over-week change in spot market volumes, but the pattern of change has narrowed since approximately week 13.

Truck postings have varied week over week and are slightly higher today than earlier in the year. Accordingly, the spot market then corrected itself and continues to offer a load to truck ratio (LTR) at the five-year average with only minimal variation since week 13. This is most evident in both the dry van and refrigerated segments.

National LTR averages

Continuing with our narrative, can 'normal' be defined as the spot market (van and reefer) performing at five-year averages? Below we offer national 2022 LTR averages by week with five-year average comparisons, displaying the regional variances within a national average.

Dry van LTR

Dry van is the largest segment of the truck market. It is performing well in most markets across the country. Most recent weeks it has posted an LTR slightly below the five-year average, which is an elevated average because of the 2020 and 2021 markets.

dryvan load:truck ratio 5 year comparrison

Refrigerated van LTR

While the 2022 fresh produce harvest season was somewhat muted in the key growing markets (when compared to previous produce seasons), the national average continues its pattern of the five-year LTR.

reefer load:truck ratio 5 year comparrison

Flatbed LTR

Today's flatbed spot market offers plentiful capacity in most markets with a load to truck ratio of about 15:1, well below the historical average of 26:1.

flatbed load:truck ratio 5 year comparrison

Regional LTR averages

Regional perspectives can help you plan for optimal market performance. Illustrated below are LTR at the point of origin for the week of September 4–10. Note the different ranges of LTR by each of the three truckload services. Some lanes from an origin may perform better or worse than the LTR might indicate. Our research and experience confirms that an origin-destination pair can have more or less attractive features to the capacity market than the regional average tension might indicate.


Regional dry van LTR

Dry van is displaying a great deal of yellow (3.4 to 6.9:1 LTR) with a national average of 3.6:1. Of note, Pennsylvania has been experiencing significantly greater tension for several weeks in a row.

reefer spot market heat map aug 2022

Regional refrigerated LTR

The national LTR at the five-year average between 7 and 8:1 is showing some greater tension in the Midwest because of harvest season for fresh produce.

reefer spot market heat map aug 2022

Regional flatbed LTR

Today's flatbed spot market LTR of ~15:1 shows meaningful tension in the Southeast.

flatbed spot market heatmap

Contract truckload environment

Most (75%–85%) of the United States’ for-hire truck market is moved through commitments most often managed via hierarchical route guides and dedicated truckloads. In 2021, the percent of freight in the contract market was on the lower side of this 10% variation.

With freight volumes settling, and the apparent migration of talent and assets to larger carriers in 2022, it’s likely the percent of freight in the contract market will increase.

Route guide performance

Companies commonly use waterfall (or hierarchical) route guides to manage awarded freight on lanes with some level of demand pattern predictability. The following insights are derived from TMC, which offers a large portfolio of customers across diverse industries throughout the United States.

Two key metrics of route guide performance are first tender acceptance (FTA) and route guide depth (RGD). RGD refers to how far into a route guide a shipper must tender shipments before carriers accept loads, or the average number of tenders per load. FTA is a percentage of how often the awarded primary transportation provider accepts their shipment tenders.

These insights are from the week of September 4–10, 2022, and also reflect the RGD from the month of August.

RGD by U.S. region

The regional view continued to show the Northeast displaying the most challenging RGDs. With a national average RGD of 1.25 the week of September 4–10, which was an improvement from 1.34 in July and settling into a pattern. The Northeast pattern continues with the highest RGD, with August's figure being influenced by Maine and Vermont—and most recently Pennsylvania, the other two states settle back.

Broadly speaking, route guides are performing well, with primary service providers accepting loads, at or near pre-pandemic levels, and the first backup provider accepting rejected tenders most of the time.

As a side note, the companion spot market for dry van saw the Northeast and Midwest regions produce the highest load-to-truck ratios last week at 7.3 and 5.5 respectively, by comparison the other regions were in the mid-threes. So, the spot and contract markets are showing the same top-tension regions.

routing guide depth aug 2022
August FTA for North America shows continued improvement posting 88%

This is much improved from the lowest pandemic point of January 2022, at 79% and showing continued improvement month over month. Load tenders that are rejected in today's market tend to be those that are unattractive to carriers for one reason or another, such as:

  • Low volume or variable demand patterns that make predicting the tender and preassigning capacity difficult.
  • Historically long dwell events at the origin and/or destination.
  • The price is below market for loads with unattractive attributes, requiring a price above market to offset the issues with the load.

It is helpful to watch both FTA and RGD metrics. The contract freight market as displayed in these metrics is seemingly back to pre-pandemic performance. Additionally, with the spot market LTR performing around the five-year average since week 13, it seems today's freight market has stabilized.

August RGD across distance bands

For August, all three distance bands experienced improvement in RGD as secondary providers increasingly accepted the primary provider’s rejections. Information from the week of September 4, and pre-pandemic comparison, offers additional perspective:

  • Low volume or variable demand patterns that make predicting the tender difficult and preassigning capacity.
  • Historically excessively long dwell events at the origin and/or the destination.
  • Price is below market for loads with unattractive attributes, requiring a price above market to offset the issues with the load.

U.S. spot market dry van truckload rate per mile insights

Below is the C.H. Robinson 2022 truckload dry van spot market cost-per-mile index without fuel. Like others, this forecast has been, and will continue to be, amended as the economic forces shape freight volumes and the capacity community responds.

  • The dark blue solid line is DAT's cost per mile to carrier without fuel.
  • The blue dotted line is the C.H. Robinson forecast, bounded on the bottom by the estimated cost per mile to operate a truck.
  • The revision for August brought the bottom of the market up a bit with July historical information applied.

When looking at previous market cycles, the cost per mile to operate a truck has been the bottom of the market. Then supply tends to contract, creating tension and pricing inflection. The length of time a market is at the bottom varies by the economic conditions and the level of oversupply.

For perspective, the 2022 spot market forecast further illustrates that point. Analysts have offered 2022 contract pricing forecasts between 8–9% year over year (Y/Y) without fuel as carriers work to recover increasing operating expenses, against optimized multi-leg routes from route guide awards.

C.H. Robinson will continue to apply its broad market costs and market experience to the forecast and continue to present updates on a regular cadence.



2022 TL cost forecast

Diesel pricing outlook

The graph below from FTR Transport Intelligence, illustrates that diesel pricing, plotted from the EIA forecast, will slowly decline—but stay above $4/gallon through 2023. Of note, the current drop of diesel retail pricing is below the long term EIA forecast, but it does reflect a more dramatic drop in cost per gallon than previous months.

The national average price per gallon of diesel has declined week over week. The EIA posted $3.47/gallon on September 5. For the week ending August 8, 2022, it was at $4.99. The illustration shows the current EIA long term forecast and expected downward trend toward the $4/gallon range in 2023. Should the current pricing level persist, it seems reasonable the EIA will further revise the long-term forecast.

With the forecasted decline in diesel pricing, the levels are still exceedingly high historically and will continue to be an increased cost for carrier operations where fuel surcharges don't cover repositioning miles, idle time, or out-of-route miles.



CHR fuel forecast August 2022

Voice of the carrier from C.H. Robinson

C.H. Robinson has two customer communities—shipper customers and carrier customers. What follows are insights from conversations with carriers of all sizes to offer perspective into their top concerns over the past month. Below is a summary of the reoccurring themes.

Market

  • Larger carriers for the most part are staying out of the spot market
  • Dwell time is becoming more of a hot-button issue, multiple carriers brought this up as a significant pain point

Equipment

  • Part availability continues to be an issue for carriers along with limited service from roadside assistance
  • The used tractor market continues to be strong with much elevated pricing returning to pre-pandemic levels

Drivers

  • Recruiting and staffing continues to improve as application volumes increase
  • Driver retention is improving

Imports and inland transportation

Places where the global supply chain meets North American supply chains—like ports and airports—are also affected by the cyclical market and other disruptors. Here is a look at top influencers impacting imports.

West Coast and rail labor negotiations

  • The rail labor negotiations will impact import and export services. Please see our intermodal section below for the latest insights.
  • The current agreement between the Pacific Maritime Association (PMA) and the International Longshore and Warehouse Union (ILWU) ended on July 1. Talks often go past the agreement expiration date. However, this year, both parties insist that normal operations will continue until a new agreement is reached, avoiding any interruptions.

East Coast and Gulf congestion
Schedule reliability will remain poor because of port congestion. New York/New Jersey Terminals, Savannah, Georgia, and Houston have been hit with severe congestion in quarter three and will most likely continue as moving through quarter four.

Dray carrier hours of service exemption continues
An emergency exemption to U.S. truck driver hours of services (HOS) rules, in effect since March 2020, was extended until October 15. The HOS exemption, which expired August 31, allows truck drivers hauling certain supplies to exceed the restrictions limiting them to 11 hours of driving time per day. The HOS exemption is likely to continue to be extended beyond October as the Biden administration prepares for a new surge in COVID-19 cases.

Dray capacity notes
Charleston, South Carolina, Savannah, and Jacksonville, Florida, carriers are seeing and influx of long haul drivers seeking local drayage work opportunities. While some of these drivers are familiar with drayage some are not and there is a learning curve with the newer owner operators.

Chassis deficits are rising:

Here are some of the more problematic areas:

  • Cleveland and Columbus, Ohio: Chassis deficits are increasing because of a rise in volumes over last quarter and a reduction of chassis because of repositioning earlier this year. Plan for export delays related to the fumigation for the Brown Marmorated Stink Bug.
  • Memphis and Nashville: Chassis is near 100% usage and dwell is now at about 3–4 days.
  • Chicago: Long street times on chassis have resulted in dwell at the rail of 5–6 days and low access to chassis.
  • Minneapolis: Longer than normal wait times and chassis shortages continue.
  • Kansas City: Turn times on chassis are exceptionally high with 40/45' experiencing the greatest limitations on chassis.
  • West Coast ports: Much improved regarding vessel back up and chassis availability.

Airport operations

While recovery times at U.S. airports remain elevated relative to pre-COVID-19 conditions, we are seeing fewer extreme delays as demand has softened.

For an entire portfolio of insights, visit our Global Freight Market Insights or contact your C.H. Robinson account manager.

Temperature controlled shipping

Fall Produce season approaches

The Temperature Controlled market has fallen into its expected rhythm as the fourth quarter approaches. Fall produce harvest season nears creating reefer demand for produce imports along with domestic apples, pumpkins, and frozen goods supporting holiday cooking and baking season. Initial reports suggest the market will see an increase in demand from the current noneventful produce season of the past few months as the fall harvest and winter season both kick into high gear.

Northeast produce season

The start of the Northeast produce import season in North America has started, with the majority of imports entering through New Jersey and New York. The Northeast demand boom typically creates a tighter capacity market than most areas in the country, outside of the Pacific Northwest.

Fuel continues to be a cost focus for refrigerated carriers

Increased carrier cost impacts remain very material for the refrigerated truckload community. Carriers’ cost of operations have continued to climb, especially for reefer carriers with reefer fuel impacts to consider on top of diesel, labor, and maintenance cost increases. Carriers are looking at ways to reduce fuel, and occasionally choose to set their reefer units on cycle—lowering their fuel need, but bringing increased temperature variation to the trailer and goods. C.H. Robinson works closely with our carriers on temperature expectations to help ensure the quality of the goods in transit is assured.

Work with experts in temperature control

Connect with our experts to learn more about how seasonal and supply imbalances affect your business, and how our unique refrigerated transportation procurement and capacity solutions can help your shipping strategy for the next market cycle.

Flatbed

Industry consensus is that the flatbed market is in very ‘normal’ territory. This is defined by regular market cycles running their course and with more predictable impacts on the business than the past two years.

A key industry for flatbed is building materials associated with commercial and residential construction. Seasonal declines started to post a period of a strong backlog of activity that pushed the flatbed market through the initial effects of interest rate increases on the housing market.

This is all very ‘normal’ compared to recent experiences. Disruptions such as hurricanes and winter storms can create much more volatility than near-term economic forces. A great deal of new capacity was created in 2021. With so many young companies largely tied to the spot market, they will struggle in today's pricing environment. As this capacity contracts, balance will create upward rate pressure later in 2023.

The current flatbed market is well positioned for contract freight and also offers a spot market that can assist with any potential weather disruptions. Keeping active in both the spot and contract markets at this time will serve a business well should the market get materially disrupted from a hurricane or winter storm. Current predictions see the continuation of the current market into the spring of 2023 with seasonal volumes putting pressure on the flat bed market.

Normal is a reasonable word to describe today's market

There is a truck for nearly every load, overall load volumes are contracting with historical patterns. Rates are coming down, and carriers in the margin of profitability will begin to exit the marketplace, creating the next cycle of demand increases while supply works to keep up.

  • Yield is the key conversation for carriers. Interest in committed capacity and pricing is high—enabling increased predictability to the shipper for capacity and budgeting for both supply chain and project freight.
  • Industries more impacted by consumer demand, final mile/JIT activity, benefit from commodity products not inflating the current spot market.

Now is a good time to work on a balanced strategy of spot and contract flatbed capacity that results in a successful balance for 2022 and a well-positioned 2023. Contact your C.H. Robinson account manager or sales representative to discuss your strategy and prepare for the next cycle.

Cross-border shipping: Canada

Port of Vancouver revises cut off date for removing oldest trucks from service

Following last month’s report of the launch of the Rolling Truck Age program by the port of Vancouver, which was scheduled to go into effect September 15, the implementation is now deferred to April 3, 2023 (source: Truck News). Although 80% of trucking companies and drivers that serve the port are already compliant—and only a few will be affected if the implementation were to go ahead September 15 —the United Truckers Association continues to push for a complete shutdown of the program long term.

Canada's truckload spot market continues to reflect softening freight volumes

Loadlink posted its July spot market numbers and the Canadian spot market softened again with a 26% drop in load volume month over month and 11% year over year.

  • Outbound loads: Down 18% M/M and down 20% Y/Y
  • Inbound loads: Down 38% M/M and down 17% Y/Y
  • Intra Canada: Down 17% M/M and up 5% Y/Y

Week over week, we are seeing a decrease in freight heading northbound toward Canada. Loadlink’s truck-to-load ratio postings showed an approximate 21% decline over the last two weeks on the dry side. If this trend continues, it will likely result in a tightening in southbound capacity as trucks struggle to return from the United States with northbound freight.

With the decrease in southbound capacity (north versus south freight-flow balance), the market could see some increases in cross-border prices as carriers will be increasingly required to drive one leg empty. We continue to watch closely how much of an impact that will have over the coming weeks.

Fourth quarter freight volumes may not show historical retail contribution as retailers continue to report high levels of inventory. We encourage our clients to regularly engage their C.H. Robinson account managers for updates on the cross-border and intra-Canada trucking market in an effort to stay abreast of the market balance/imbalance and the possible strategies to ensure service and pricing.

Cross-border shipping: Mexico

Northbound market tension continues

Market tension is returning to what might be considered normal, as the north- and southbound truck volume imbalances have improved. However, the region does continue to require tailored attention for transportation management. Some conversion from rail to truck is taking on some of the unused northbound capacity from the automotive industry. Repositioning out of balance asset costs are occasionally deferred and built into the market pricing.

Spot market insights

The spot market continues around the five-year averages for load to truck ratios. Like any market, there is some week-over-week change in load volume and available capacity, but the pattern of change has narrowed since approximately week 13.

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Intermodal Shipping

TOP STORY: Ample capacity means it’s time to plan for the next market cycle

Intermodal's service is returning to normal and a labor settlement is reached

Today’s intermodal market is offering plentiful capacity and attractive pricing as spot market freight volumes migrate to truck for those shipments that need a bit faster transit time. There is substantially less congestion at ramps. Because of this, container and chassis availability are more plentiful, and services are expected to improve.

As mentioned above, the labor unions and railroads have reached a tentative agreement to avoid a work stoppage. With railroads expected to remain on normal service, a transportation strategy with intermodal included will bring resiliency to full-load transportation needs, as the market moves through its next cycle.

Less Than Truckload (LTL) Shipping

TOP STORY: LTL carrier shipper of choice

The LTL carrier community continues to be in a position where freight volumes are at, or above, available network capacity. The LTL industry is expected to be presented with volumes at this level into, and possibly through, 2023. The manufacturing industry continues to expand, all be it at a slowing pace, and ecommerce retail continues to offer ongoing growth of middle-mile freight.

In an effort to help our clients with carrier perspectives, we surveyed 10 of our top carriers regarding what they consider a shipper of choice. Every carrier had similar views with the treatment of drivers being the number one attribute.

Top four attributes:

  1. Drivers treated professionally and with respect.
  2. Access to clean facilities for waiting and restrooms.
  3. Easy to find dock workers for loading and unloading.
  4. Ability to stay on the dock and watch items get loaded.

Other top items:

  • Accurate and clear Bills of Lading (BOL)
  • Communication is easy and clear
  • Proper packing of product/pallets
  • Under 15 minutes on and off property

Carrier Appreciation week is a great time to refocus efforts on the driver experience.

Disciplined expansion

Carrier investment in terminal expansions designed to address existing bottle necks within networks appears to be ramping up. Estimates for 2021 and 2022 were between 1% and 2%. While a 2023 total investment is not available, we have been checking with carriers and can report that in our early conversations, three carriers alone are planning 21 new terminals and 1,571 doors. These disciplined investments are expected with more carriers and should help address issues such as freight embargos and service performance.

Pricing

Analysts in the transportation industry such as FTR and ACT Research cite 2022 increases over 2021 between 10% and 12%. Their forecasts for 2023 are just north and south of flat year over year.

The voice of the carrier community could be interpreted to be a bit higher than the analyst community. A recent example by a top-five LTL carrier was to post a 5% general rate increase for 2023. With what is known today, we might offer that the LTL carrier community is not expected to offer some of the price settling that other modes of transportation are offering. Even accessorial charges are not assured to be amended. There are some downward adjustments being offered, but it appears more increase have occurred than reductions.

Small Parcel

Improvement toward ‘normal’ might be the best characterization of the parcel industry

Peak surcharges: This holiday season, the peak surcharges being proposed by FedEx and UPS will run from the beginning of September through mid-January. This period is better than the pandemic period of 12-month surcharges, but not back to pre-pandemic period of November through mid-January. Consistent with the previous years’ pattern, expect regional carriers to follow the lead of the big two.

Capacity with national carriers: The industry continues to experience volumes that create pressure against available capacity. However, that pressure is not driving mass expansion of terminals and other assets with FedEx and UPS. These carriers are focused on being more selective on the freight they accept, searching for clients and volumes that complement their networks and increase yield.

Capacity with regional carriers: Many regional carriers are able to take on more volume and are investing in their networks. A regional carrier strategy can infuse capacity in the region where distribution centers are located, as well as allowing shippers to zone skip and infuse packages into certain carriers network at a terminal level. Those shippers that started this strategy in H1 of 2022 will be best positioned for this coming fall season surge.

Please reach out to your C.H. Robinson account manager or sales representative to engage our parcel team and assist with your evolving strategy.

Government and Regulations

TOP STORY: List 1 and 2 goods from Section 301 tariffs will continue

Section 301 tariffs on List 1 and 2 goods, which were set to expire July 6, 2022, and August 23, 2022, respectively—will remain in effect. The review process solicited and accepted requests to continue the tariffs from representatives of domestic industries that benefit from them.

Requests were received by United States Trade Representative (USTR) between May 7 and July 5 for List 1 goods, and June 24 and August 22 for List 2 goods. The USTR said it will also consider the tariffs on List 3 and List 4A goods “as applicable” to the List 1 and List 2 actions but gave no further details.

The extension of List 1 and List 2 is for another four years.

Your C.H. Robinson account manager or sales representative can introduce you to our customs resources. Please visit this link for more information on navigating the section 301 tariffs.

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