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Truckload LLC, doing business as Expedite Express, filed for Chapter 11 bankruptcy last week, a process typically done to reorganize operations.
The Southwest Florida-based carrier estimated its **** ets between $100,000 and $500,000 with estimated liabilities of $50,000 or less, per a voluntary petition in court. The business also suggested it had at least 50 creditors.
The business has four power units and eight drivers, according to a federal database as of early June, and provides services across North America, per its website.
Expedite Express joins a list of trucking companies declaring bankruptcy in 2026 as financial and operational challenges continue to batter the industry.

#dive #estimated #chapter

Autonomous vehicle company May Mobility is merging with a special purpose acquisition company (SPAC) and will become a publicly traded company. It's a deal that could raise more than $300 million for May Mobility at a valuation of $1.4 billion, the company said Wednesday.
Once the merger is complete, May Mobility said it will be the first public company in the U.S. that is focused entirely on autonomous ride-hailing vehicles. This is meant to differentiate it from a number of other public companies working on autonomy, including Tesla, Rivian, Alphabet (with Waymo), and trucking-focused Aurora and Kodiak.
The move sets up May Mobility to be a test of the stock market's appetite for pure-play robotaxi ventures.
It will also be a test of May Mobility's approach to autonomy, which it pitches as "asset-light" and "partnership-first." Instead of owning and operating the robotaxis, May Mobility's business revolves around selling its autonomous vehicles to its fleet partners over time while maintaining control of any remote supervision and software updates. In exchange, May Mobility receives either fixed fees or per-trip licensing fees.
Founded in 2017, May Mobility currently operates autonomous Toyota Siennas in three locations in the U.S. It has a partnership with Lyft in Atlanta, and offers rides in two cities — Eden Prairie and Grand Rapids — in Minnesota.

#company #autonomous #focused

Losing a CDL medical card ends a driving career but does not automatically qualify a truck driver for Social Security Disability Insurance.
At 61, SSA rules treat trucking skills as non-transferable to other work, making disability approval significantly more achievable than at younger ages.
Starting reduced retirement benefits at 62 during a pending SSDI claim provides income but slightly reduces the final disability benefit amount.
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He walks into a clinic for the physical he has passed for decades and walks out without the medical certificate that keeps him behind the wheel. At 61, after more than 30 years driving trucks, the paycheck can stop almost overnight. His first instinct is understandable: if a medical condition means he can no longer do the only job he has known, Social Security Disability Insurance (SSDI) should follow.

#walks

A dispute over allegations of defective work that resulted in trailers catching fire now is threatening to drag in the manufacturers of some of those components that may be at the root of the incidents.
The case of Indiana-based Summitt Leasing and Summitt Trucking vs. Fruehauf was first filed in the U.S. District Court for the Western district of Kentucky at the end of last year, with an amended complaint filed soon after. Summitt is a carrier as well as a supplier of leased trailers.
Long cast of characters
Last week, Fruehauf, a manufacturer of trailers, moved to bring in as defendants SAF-Holland Inc., Bendix Commercial Vehicle Systems LLC and Hoosier Trailer Acquisition Corp. Two of those companies, SAF-Holland and Bendix, manufactured components in the trailers that van leasing company Summitt says failed in several different ways, which may have led to the fires.
Hoosier is a trailer dealer that supplied the Fruehauf-manufactured trailer to Pace Transportation Services, which then moved the trailers to Summitt. Pace already was a defendant in the original case along with Fruehauf.

#fruehauf #trailer

TruckSmarter announced on Tuesday that it has been acquired and that its driver app, Dispatch, shuts down on Friday, September 4.
The scale is what makes this more than a routine startup wind-down. More than 500,000 carriers have used the TruckSmarter platform, which included a free load board alongside the paid Dispatch product. Dispatch was an AI chat interface that let a driver ask for freight in plain language and had software agents handle the bidding and booking, rather than making the driver work a traditional load board.
Automated replies from the company indicated that active Dispatch subscriptions are canceled Friday, and that invoices paid within the previous 30 days will be refunded within seven business days of cancellation. Co-founder and chief executive Dan Kao posted a message inside the app thanking users for five years of trust, and drivers and trucking groups spread screenshots of it across social media.
One thing has been ruled out. OTR Solutions, which bought TruckSmarter's factoring and banking division in November 2025, told FreightWaves it did not acquire the remaining business.
So a company that raised money twelve months ago is gone by Friday, and ****** ody will say who bought it. That combination has a name in technology, even if no one involved here has used it.

#Friday #load #board #company

MD Sass, a boutique ****** et management firm, published its second-quarter investor update for its flagship, the "MD Sass Concentrated Value Strategy." The letter can be downloaded here. In the first half of 2026, AI infrastructure stocks led the market, with the Russell 1000 Value increasing by 16.3%, outpacing the S&P 500 (10.2%) and Russell 1000 Growth (5.3%). This growth was fueled by semiconductor, memory, and hardware companies benefiting from AI development, even though they are considered cyclical. These sectors, representing only 7.7% of the Russell 1000 Value at the start of the year, contributed nearly 70% of its returns. The portfolio gained 10.0% in the second quarter, net of fees, compared to 13.9% for the Russell 1000 Value Index. Year-to-date, the strategy returned 6.6%, net of fees, versus 16.3% for the Index. The portfolio faced challenges due to limited exposure to companies with the greatest upside from AI infrastructure investments. It also lacked exposure to the Energy sector, which returned about 20% in the first half amid geopolitical tensions with Iran that increased commodity prices, affecting performance. The firm recognizes the importance of adapting its strategies while maintaining core investment principles as it explores future opportunities in emerging technological themes. Also, check the fund's top five holdings to see its best picks in 2026.
In its second-quarter 2026 investor letter, MD Sass Concentrated Value Strategy highlighted Knight-Swift Transportation Holdings Inc. (NYSE:KNX). Knight-Swift Transportation Holdings Inc. (NYSE:KNX) is a freight transportation services provider that operates through Truckload, Less-than-truckload (LTL), Logistics, and Intermodal segments. On August 28, 2026, Knight-Swift Transportation Holdings Inc. (NYSE:KNX) closed at $67.24 per share, reflecting a market capitalization of $10.94 billion. Knight-Swift Transportation Holdings Inc. (NYSE:KNX) posted a one‑month return of ‑1.04%, while its shares gained 54.24% over the past 52 weeks.
MD Sass Concentrated Value Strategy stated the following regarding Knight-Swift Transportation Holdings Inc. (NYSE:KNX) in its Q2 2026 investor letter:
"Knight-Swift Transportation Holdings Inc. (NYSE:KNX) operates the largest full-truckload fleet in North America and operates approximately 21,000 tractors across its irregular route and dedicated fleets. Excluding fuel surcharges and intersegment transactions, Truckload represents approximately 63% of revenue, less-than-truckload represents 19%, logistics 8%, and intermodal 5%.
Trucking is a cyclical, fragmented, and historically low-margin business, and for those reasons we have avoided it. So why own it now? We believe the industry is entering a rate cycle that is meaningfully different from the demand-driven cycles of the past. This cycle is being manufactured on the supply side through a combination of economic attrition, regulatory enforcement, and increased legal liability. Importantly

Autonomous trucking is moving from pilot talk to real freight ops. Einride CEO Roozbeh Charli breaks down 27% revenue growth, a 60% jump in driverless hours, the Amazon middle-mile rollout, and the plan for 500 Tesla Semis on its platform.The conversation gets into what matters for carriers and fleet operators: where autonomous trucks actually stand today, how Einride's platform handles routing and charging, and why the company says adoption will be gradual—not overnight.#AutonomousTrucking #ElectricTrucks #FreightTech
Einride posted a 27% increase in revenue for the first half of 2025 following its June 10 IPO, and the company expects that growth rate to roughly double in the second half of the year, CEO Roozbeh Charli said in an interview with FreightWaves. The results represent early progress toward converting approximately $800 million in joint business plans with customers into recognized revenue.
Alongside the revenue gains, Einride grew its autonomous driverless operating hours by about 60% in the first half. The company currently has roughly 250 trucks deployed on its Saga AI platform across more than 30 customers in seven countries, including Amazon, Heineken, and PepsiCo.
The most significant near-term expansion is a 500-truck order for Tesla Semi vehicles, which Einride will purchase, finance through third-party partners, and deploy on its platform as the carrier of record. Charli said approximately 75 of those trucks are expected to be deployed before year-end, with the remainder targeted for deployment by the end of next year. The program is U.S.-focused.
"By accumulating this transport demand on the platform, we're well positioned to decide where and when, in which case it makes sense to deploy autonomous into the networks of our customers," Charli said.

#einride #platform #trucks

It's just a single report and the words of one person quoted in it, but an outlook by TD Cowen on what broker insurance might do in the wake of the Montgomery decision is sobering.
In a report from the transportation team at TD Cowen led by managing director Jason Seidl, based on a phone call with an unidentified "trucking insurance agency executive," TD Cowen said what it has heard so so far on the looming rise in insurance premiums for brokers due to Montgomery fallout has been enough that "commentary from our call keeps us negative on the brokers."
That negative outlook at TD Cowen is for three companies, TD Cowen said: RXO (NYSE: RXO), C.H. Robinson (NASDAQ: CHRW) and Landstar (NASDAQ: LSTR).
The Montgomery decision from May removed liability and negligence protection for brokers that had been provided by several court decisions involving an interpretation of the Federal Aviation Administration Authorization Act (F4A).
Tripling of premiums

#insurance #call

Lavish Enterprises (USOTC:VXIT) has introduced FleetPath Ace, an autonomous trucking operator designed to perform defined operational tasks across dispatch, billing, safety, maintenance, finance and other carrier functions, with live autonomous execution planned as part of FleetPath's beta rollout.
FleetPath Ace is designed to automate operational work including invoicing checks, detention monitoring, compliance, document processing and maintenance requirements.
Lavish Enterprises (USOTC:VXIT) says the underlying architecture, authority controls, spending controls and recordkeeping have already been built and are undergoing automated testing.
Live autonomous execution is expected to begin during FleetPath's beta rollout, although certain functions remain disabled while testing continues.
Management believes broader use of FleetPath Ace within individual carriers could deepen customer relationships and potentially create additional future revenue opportunities.

#designed

In what might be the last publication of a revealing look at the credit conditions in the trucking industry, the quarterly earnings of bank BMO released Tuesday showed the stronger freight market impacting its numbers.
BMO, the former Bank of Montreal and one of the largest lenders to the trucking industry, has announced its plans to sell its transportation unit to private equity firm Stonepeak in May. The deal is expected to close before the end of the year; the next earnings release for BMO is scheduled for December 2.
While net writeoffs in the third quarter ended July 31 were barely changed from the prior quarter, declining to Ca $24 million (US $17.32 million) from $25 million, that number is more of a backward-looking figure.
Provisions and allowances, as well as the size of the company's gross loans considered impaired, which are a bank's expectations of future troubled loans and estimates of the size of its issued credit that is under pressure, showed significant declines in the third quarter.
Provisions for credit losses fell to $15 million from $41 million in the second quarter. A year ago that figure was $50 million. The $15 million figure is the lowest since the first quarter of 2023.

#trucking #earnings

The freight market has seen a brutal downturn, with an astounding 85% failure rate for new carriers in the past three years. Kirk Mann, EVP & GM of Transportation and Vendor Solutions at Mitsubishi HC Capital America, dives into why this cycle was the longest, the impact of over-financed ****** ets, and what it means for the future of freight demand and equipment financing. Learn how lenders navigate this volatile landscape and what's next for carrier growth.
The average three-year failure rate for motor carriers with fewer than two years of operating experience and their own ICC authority hit 85% during the prolonged freight downturn, according to Kirk Mann, EVP & GM of Transportation and Vendor Solutions at Mitsubishi HC Capital. Mann shared the figure in a FreightWaves interview, offering one of the starkest measures yet of how the roughly three-and-a-half-year downturn devastated the smallest participants in the for-hire trucking market.
The elevated failure rate traces directly to the equipment bubble that inflated during 2021 and 2022. Mann recalled a conversation with his chief risk officer in which they discussed a four-year-old Freightliner Cascadia with fewer than 500,000 miles — an ****** et the risk officer valued at roughly $45,000 but that the company was financing at $100,000 to $110,000. FreightWaves data showed pre-COVID prices on five-year-old equipment running around $34,000, climbing to as high as $120,000 at the peak. Carriers that entered the business buying equipment at those inflated values were immediately underwater when rates collapsed.
"I remember we were way bubble. It was an ****** et bubble of enormous proportions," Mann said.
When defaults mounted, Mitsubishi HC Capital leaned on workout tools rather than immediate repossession. Mann said the company restructured approximately 75% of its loans during its 2020 customer ****** istance program launched at the onset of COVID-19, and that 95% of those borrowers resumed payments within 90 days. Even so, the lender accumulated repossessed inventory it held "for quite a long time" before conditions improved enough to move units through dealer networks, auctions, and internal sales channels.

#freight

Benzinga and Yahoo Finance LLC may earn commission or revenue on some items through the links below.
People love recommending businesses that have made them money. But one entrepreneur flipped the question around, asking business owners what is paying them well right now that they would "never recommend anyone start."
The recent Reddit discussion drew hundreds of responses, and plenty came from people who had found profitable niches but weren't exactly enjoying the ride.
Landscaping, insurance, marketing agencies, trucking, oil and gas, mobile mechanic work and even high-end travel advising made the list.
Don't Miss:

#people #benzinga #reddit

What if the future of freight isn't just electric, but intelligent, connected, and built to run at scale? That's essentially the bet behind Einride AB (ENRD), the Swedish freight-technology company building an electric trucking network powered by its Saga AI fleet-intelligence platform.
And now, Einride is looking at a much bigger road ahead.
Soros Fund Management Opened a New Position in Nebius During Q2. What This Means for NBIS Stock.
Ahead of Nvidia Earnings, Here's What Barchart Data Says Comes Next for NVDA Stock
Nvidia Earnings, Jackson Hole and Other Key Things to Watch this Week

#NVIDIA #earnings #ahead #saga

Two cases making their way through the federal court system on the issue of broker liability have been added to the pool of litigation closely watched by the 3PL industry following the Supreme Court's Montgomery decision.
One of them involves J.B. Hunt as a defendant in the U.S. District Court for Arizona, where it and the plaintiffs are awaiting a response on a request by the trucking and intermodal giant for summary judgment. If granted, it could end J.B. Hunt's role as a defendant.
The second legal battle is in a case out of the U.S. District Court for Nevada with less glamorous names than J.B. Hunt where the judge earlier this month denied both plaintiff and defendant requests for summary judgement.
That case, Hardy vs. Singh, with 3PL AONE Brokerage Company LLC as a defendant, has the added aspect of involving the question of broker liability when a load is double-brokered.
In recent weeks, the renewed issue of broker liability post-Montgomery has come up in cases involving C.H. Robinson (NASDAQ: CHRW)–where the 3PL is appealing a recent verdict of more than $600 million–and companies in the Penske (NYSE: PAG) network of companies, where an earlier dismissal of its brokerage arm from a lawsuit involving a fatal crash in Texas was reversed by the Fifth Circuit.

#broker #hunt

With a market cap of $43.7 billion, Old Dominion Freight Line, Inc. (ODFL) is one of the largest North American LTL motor carriers, providing regional, inter-regional, and national LTL services through an extensive, union-free network across the continental United States. In addition to its core LTL services, the company offers expedited transportation, container drayage, truckload brokerage, and supply chain consulting through strategic alliances and an integrated service network.
Shares of the trucking firm have outpaced the broader market over the past 52 weeks. ODFL stock has gained 39.8% over this time frame, while the broader S&P 500 Index ($SPX) has rallied 20.5%. Moreover, shares of the company have surged 34.8% on a YTD basis, compared to SPX's 13.6% rise.
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#odfl #market #regional

Weitz Investment Management, an investment management firm, released its second-quarter Q2 2026 investor letter for the "Large Cap Equity Fund". A copy of the letter can be downloaded here. The Large Cap Equity Fund's Institutional Class posted a return of 7.03% in Q2, trailing the 15.49% return of the Bloomberg U.S. 1000 Index. This disparity arose as equity markets surged amid economic resilience and easing Middle East tensions, while AI-related stock performance soared due to heightened investor interest in "AI bottleneck" beneficiaries, primarily semiconductor firms. Major positions in "hyperscaler" cloud providers yielded mixed results. Risk-on factors like momentum and growth significantly outpaced defensive factors. Despite the current volatility, the Fund maintains its philosophy of investing in quality companies at undervalued prices, believing this strategy will yield improved returns over time. The portfolio held ownership in 30 companies, with the top 10 comprising over half of the portfolio. The price-to-value ratio is in the upper-70s, indicating strong return potential. Additionally, reviewing the Fund's top five holdings could help identify its best picks for 2026.
In its Q2 2026 investor letter, Weitz Investment Large Cap Equity Fund highlighted Old Dominion Freight Line, Inc. (NASDAQ:ODFL). Old Dominion Freight Line, Inc. (NASDAQ:ODFL) is a less-than-truckload motor carrier that provides regional, inter-regional, and national less-than-truckload services, as well as expedited transportation. On August 14, 2026, Old Dominion Freight Line, Inc. (NASDAQ:ODFL) closed at $210.97 per share. One-month return of Old Dominion Freight Line, Inc. (NASDAQ:ODFL) was 8.91%, and its shares gained 40.30% over the past 52 weeks. Old Dominion Freight Line, Inc. (NASDAQ:ODFL) has a market capitalization of $43.45 billion.
Weitz Investment Large Cap Equity Fund stated the following regarding Old Dominion Freight Line, Inc. (NASDAQ:ODFL) in its Q2 2026 investor letter:
"We sold the Fund's profitable investment in Old Dominion Freight Line, Inc. (NASDAQ:ODFL) when the stock traded above our business value estimate. We respect and admire the company's management, culture, and methodical approach to building business value in the competitive trucking industry. While positive developments have been stacking up on several fronts, we think the stock price already reflects a strong volume recovery, robust pricing, and plenty of operating ratio improvement. We would gladly own the stock again at the right price."

#fund #weitz

Fleet safety directors spend years building compliance programs that ****** ody ever asks them to defend out loud, and when someone finally does, it is a plaintiff's attorney with a court reporter in the room. Trucksafe Consulting is selling the rehearsal.
The DOT compliance consultancy will hold its fifth annual Fleet Compliance Bootcamp Sept. 16-17, 2026, at the Crowne Plaza Indianapolis-Downtown-Union Station, and this year's program adds a half-day Live Deposition Simulation and Rule 30(b)(6) Preparation Seminar on Sept. 18.
Trucking deposition preparation usually begins after a lawsuit is filed, which is also the point at which the record stops being fixable. Attendees will watch a realistic deposition of a fleet safety director in a serious highway-accident case. Plaintiff and defense attorneys will demonstrate the questioning strategies, document issues and credibility challenges they use in live cases. A panel discussion afterward will examine how testimony and company records affect liability exposure and settlement value.
"Today, a compliance failure rarely stays confined to an enforcement proceeding," said Brandon Wiseman, president and founder of Trucksafe Consulting. "After a serious accident, attorneys will scrutinize years of driver files, maintenance records, safety data, policies, emails and management decisions."
The exposure is retroactive, and it reaches documents ****** ody wrote expecting an audience.

#fleet

SummaryView Transcript
The latest BLS data shows a surprisingly 'boring' month for trucking jobs, with only 100 added. Dive into what this means for fleets and owner-operators, and why the industry might not be 'overcorrecting' as feared. We also break down the volatile oil market, current diesel prices, and the complex Penske lawsuit that's shaking up broker liability. Get the crucial updates supply chain pros need to know.
The Fifth Circuit Court of Appeals has reinstated liability claims against two Penske entities in connection with a fatal 2018 jackknife crash in Texas, dealing a significant blow to carriers and brokers who ***** umed that tendering a load down the chain extinguished their legal exposure. The six-page ruling has broad implications for how carriers and brokers structure freight transactions and vet downstream partners.
The load — originating from an automotive seat manufacturer — traveled through at least four parties before the fatal accident. Penske Logistics, the ***** et-based carrier, first received the tender. It passed the load to Penske Transportation Management (PTM), its managed transportation and brokerage arm, which then handed it to Liberty Lane, which in turn brokered it to OK Trans, the carrier whose driver was involved in the crash that killed a motorist.
The Fifth Circuit took two distinct actions. It reinstated PTM as a defendant, citing the U.S. Supreme Court's Charas v. Trans Air precedent commonly referred to in freight as the Montgomery decision, which eliminated the Federal Aviation Administration Authorization Act's safety-exception shield for brokers. The court also reversed a Southern District of Texas summary judgment that had protected Penske Logistics from vicarious liability as the employer of the downstream driver.

#texas #court

Borderlands Mexico is a weekly rundown of developments in the world of United States-Mexico cross-border trucking and trade. This week in Borderlands Mexico: USMCA gives Mexico an edge as global trade barriers rise; **** eX plans $16.8B semiconductor factory in Texas; and Taiwan-based AI firm to invest $450M in Ciudad Juárez.
Mexico is experiencing a new export boom that could strengthen its position at the center of North American supply chains — but whether that boom translates into a broader nearshoring investment wave and faster economic growth remains an open question.
The latest surge is being powered increasingly by technology rather than the automotive industry that has traditionally dominated Mexican manufacturing.
BBVA México economists said the country's exports of machinery covered under Chapter 84 of the Harmonized System — a category increasingly driven by computers and data-processing equipment — have doubled in just a few years to roughly $200 billion on a trailing 12-month basis.
Founded in 1932, BBVA México is the largest financial institution and bank in the country.

#boom #increasingly #xico #usmca

The robotaxi industry is currently tiny. But in the coming years, the market should scale significantly in size. Tesla (NASDAQ: TSLA) has quickly emerged as a serious competitor. And looking at various market forecasts, it's not hard to see why the market is so excited about this opportunity.
Goldman Sachs estimates the global robotaxi market will reach $415 billion by 2035. The U.S. portion represents just $48 billion of that entire pie, but autonomous trucking could add even more upside to that figure. "Autonomous trucking is expected to become cheaper per mile than human-driven trucks in 2028 in the U.S.," the bank predicts, "with the global AV trucking market potentially reaching $560 billion in 2035."
Missed Nvidia in 2009? This Rare Signal Is Flashing Again. In 2009, a "Double Down" signal flashed for a little-known chipmaker called Nvidia. For the first time in years, that same "Total Conviction" signal is flashing for a company 1/100th the size of Nvidia. Continue »
In my experience, plenty of bullish research on lucrative multidecade opportunities tends to overestimate near-term growth. But the opposite is happening with Goldman Sachs and its robotaxi forecasts. Previously, the bank estimated that the robotaxi market would reach $7 billion by 2030. More recently, it has been forced to up that figure to $19 billion -- not an insignificant change.
Many Wall Street **** ysts are highly optimistic about Tesla's ability to capture a disproportionate amount of value from the robotaxi opportunity. Wedbush **** yst Dan Ives, for example, believes Tesla will ultimately control 80% of the market. Yet Tesla has repeatedly faced challenges scaling its robotaxi business. These struggles have weighed heavily on its stock price, which has fallen nearly 30% year to date.

#tesla #NVIDIA #trucking

CSX Corp (NASDAQ:CSX) reported better-than-expected results for the second quarter of 2026, thanks to strong intermodal demand. More containers moved by rail rather than truck, along with steady pricing, which helped CSX reach a record revenue of $3.94 billion.
The strong revenue growth indicates that cross-modal shipping volume remains an important aspect of the company's growth metrics. The company is increasingly capitalizing on shippers' search for cheaper, more fuel-efficient ways to move goods.
CSX's intermodal volume increased 9% year over year to 792,000 units, helped by domestic customer wins, new services, infrastructure investments, and tightening trucking capacity.
Rising shipping volumes indicate that freight demand is strong. Some shipments are still moving from long-haul trucking to rail as companies look to save on costs and use fuel more efficiently.
While multimodal shipping often results in less revenue per shipment, its large volumes can still lift earnings. This was clear, as the company's earnings per share jumped 23% to $0.54, while operating income increased 17% to $1.51 billion. Similarly, it could keep driving growth over the long term if supply chains keep improving and container traffic grows with consumer spending.

#results #demand #helped

The Trucking ***** ociation Executives Council (TAEC) says a year of coordinated federal and state enforcement has resulted in sweeping changes to cross-border trucking, commercial driver licensing and highway safety.
In its "Trucking Resurgence: The Fight for Fairness and Safety Progress Report," released July 23, the organization said actions by federal and state authorities and law enforcement agencies have significantly strengthened oversight of cross-border trucking operations and commercial driver qualifications.
TAEC represents executives from state trucking ***** ociations across the country, including Arizona, Alabama, Arkansas, California, Iowa, Nevada, Pennsylvania and Texas.
The report builds on the group's "Trucking Resurgence" action plan released in 2025 calling for tougher enforcement against what it describes as bad actors exploiting weaknesses in trucking regulations.
Among the report's biggest areas of progress is what TAEC calls "Cross-Border Workforce Integrity."

#progress

CSX Corp (NASDAQ:CSX) reported better-than-expected results for the second quarter of 2026, thanks to strong intermodal demand. More containers moved by rail rather than truck, along with steady pricing, which helped CSX reach a record revenue of $3.94 billion.
The strong revenue growth indicates that cross-modal shipping volume remains an important aspect of the company's growth metrics. The company is increasingly capitalizing on shippers' search for cheaper, more fuel-efficient ways to move goods.
CSX's intermodal volume increased 9% year over year to 792,000 units, helped by domestic customer wins, new services, infrastructure investments, and tightening trucking capacity.
Rising shipping volumes indicate that freight demand is strong. Some shipments are still moving from long-haul trucking to rail as companies look to save on costs and use fuel more efficiently.
While multimodal shipping often results in less revenue per shipment, its large volumes can still lift earnings. This was clear, as the company's earnings per share jumped 23% to $0.54, while operating income increased 17% to $1.51 billion. Similarly, it could keep driving growth over the long term if supply chains keep improving and container traffic grows with consumer spending.

#revenue #Growth #intermodal #helped

Autonomous trucking developer Aurora Innovation (NASDAQ: AUR) reported a second-quarter net loss of $270 million on $2 million in revenue Wednesday. Executives restated the driverless truck rates behind the two business models the company is selling to carriers and shippers.
Chief Financial Officer David Maday said Aurora's transportation-as-a-service offering carries a per-mile revenue outlook in the $2-plus-per-mile range, while its driver-as-a-service subscription targets $0.85+ per mile. Maday said the company had put both figures out previously. Aurora plans to begin moving customers from the first model to the second in 2027.
The gap between those two numbers is the practical question for any fleet weighing autonomous capacity. Under TaaS, Aurora holds a U.S. Department of Transportation operating authority, controls the truck, carries the insurance, and bills a full-service rate. Under DaaS, according to the company's Form 10-Q, customers "acquire, manage, and maintain fleets directly, while subscribing to the Aurora Driver and a suite of related services."
Aurora's loss amounted to 14 cents a share, wider than the 12-cent average of ****** ysts' estimates. Revenue rose 100% from $1 million a year earlier, which the company attributed in its Form 10-Q to increased utilization, geographical expansion, and higher fuel surcharges.
"Obviously the TaaS deals have a higher per mile revenue outlook because it's the full service," Maday said. "As we've said before, kind of in that $2 plus range, whereas DaaS is targeting the $0.85 plus. There's a substantial difference in TaaS versus DaaS on a revenue side, but there's also a substantial difference on the cost side and on the margin side."

#taas #plus

It did not take long on the C.H. Robinson second quarter earnings call with ***** ysts late Wednesday for the subject to switch away from a strong financial performance in the quarter to the fallout from its more than $600 million nuclear verdict handed down in a Texas courtroom last week.
While there might have been some speculation that CEO Dave Bozeman and other members of the management team might have cited "ongoing litigation" as a reason to not discuss the Dallas County case of Lipe vs. Lupus Superior, with C.H. Robinson also as a defendant, Bozeman addressed it in his opening remarks, and numerous questions from ***** ysts were all answered with the same reply: our behavior was proper and we're confident this verdict will not stand.
That message on Lipe vs. Lupus Superior ultimately became likely the most-discussed topic of the phone call, though Michael Castagnetto, the president of North American Surface Transportation, was able to make his core point at least twice about the company's core brokerage operations: it has now been 13 quarters where volume growth at C.H. Robinson outstripped the benchmark volume numbers published by Cass Information Systems.
Bozeman introduced his remarks on Lipe vs. Lupus Superior by referring to the "evolving legal environment regarding trucking accidents," which he described as "tragic, and every loss of life on our nation's highways is one too many."
It's a tragedy but we didn't cause it

#quarter #call #verdict

SummaryView Transcript
The freight market is seeing a major shift: capacity is tightening due to regulatory pressures and driver challenges, not just demand. Discover how these factors, alongside diverging spot rates and diesel prices, are impacting carriers and the overall supply chain. This deep dive into Q2 earnings from major players like Knight-Swift, Werner, and J.B. Hunt reveals a long-term trend.Learn more about the evolving dynamics of the trucking industry and what it means for the future of freight.
Truckload spot rates and diesel prices are moving in opposite directions, a divergence that supports the thesis that tight capacity — not fuel costs — is sustaining elevated freight rates. The Sonar NTI sat at $3.51 per mile as of the latest reading, climbing back from a mid-to-late June low near $4.90, while the diesel price at truck stops registered $3.48 per gallon, down from a July high near $3.80. The spread signals that carriers are holding rates even as fuel costs ease.
Tender rejections remain well above historical norms across all modes, according to Sonar data. The Sonar Truckload Rejection Index, or STRI, stands at 14.36%, above the six-month average of roughly 10.9%. Flatbed is the tightest mode at 23% rejections — down sharply from the 40% range seen in June and early July but still historically elevated. Reefer rejections sit at 19.46%, or nearly one in five loads, while van rejections are running nearly 50% above year-ago levels.
Recent carrier earnings are reinforcing the capacity-constraint narrative. Knight-Swift reported that its truckload segment operating income rose 69% year over year, with the carrier noting that strategic pricing recovery accelerated in June as recent bids took effect. The company described rapid tightening in supply-driven dynamics and tender rejections reaching levels not seen since 2021.

#capacity

SummaryView Transcript
Paul Svindland, former CEO of Celadon, reveals the emotional toll of the company's bankruptcy. He recounts how FreightWaves breaking the news prematurely led to chaos, stranded drivers, and fuel cards being shut off during the harsh winter of 2019. Despite the operational health of the business, a mountain of financial and legal issues ultimately led to its demise. Svindland shares his candid thoughts on the challenges of a massive trucking turnaround and his new chapter with Mallory Alexander.
When FreightWaves published its Celadon bankruptcy scoop on a Friday night in December 2019, CEO Paul Svendlund had intended to wait until Sunday — flying into Indianapolis to brief his management team — before communicating the Chapter 11 filing to fuel-card providers and drivers the following Monday. The early publication triggered an immediate shutdown of fuel cards, stranding drivers on the road during winter holiday season and creating what Svendlund described as roughly 36 hours of chaos.
"I'm not going to lie to you. I mean, it was the first and probably only time in my professional career that I literally actually cried because I felt I let everybody down." — Paul Svendlund, former Celadon CEO
Svendlund, now CEO of Mallory Alexander and a turnaround veteran who also led Pacer and STG Logistics, told FreightWaves the filing was structured as a liquidating Chapter 11 rather than a straight Chapter 7, preserving the entity while winding it down because ******* et value exceeded outstanding loan balances. The company was burning approximately $1 million per month just to fund legal defense for former officers after exhausting its directors-and-officers insurance — a cash drain that made lenders unwilling to continue extending credit even as operations had stabilized.

#chapter #celadon

(The views expressed here are solely those of the author and do not necessarily represent the views of FreightWaves or its affiliates.)
A Dallas County jury last week hit freight broker C.H. Robinson with a share of a $604 million verdict in Peyton Lipe et al. v. Lupus Superior, LLC et al. The case stems from a deadly 2021 crash on Interstate 20 in Mississippi. A tractor-trailer operated by Lupus Superior and driven by Gorgonio Gonzalez plowed into stopped traffic. The wreck sparked a multi-vehicle fire that killed Jennifer Lipe, Benjamin Brewer, and Rhoderick Coleman. Two others were seriously hurt. Gonzalez also died.
The jury found the driver, the motor carrier, and C.H. Robinson all negligent. The jury ******* igned Gonzalez with 45% responsibility, Lupus Superior with 32% responsibility, and C.H. Robinson 23% responsibility. Lupus Superior, a Grand Prairie, TX based motor carrier, holds a satisfactory safety rating with the FMCSA. More importantly, the jurors decided Gonzalez was acting as a "borrowed employee" of C.H. Robinson and was carrying out a mission under the broker's control. That finding opens the door to full vicarious liability for the driver's negligence. C.H. Robinson has said it will appeal.
This verdict lands right after two major court decisions that reshape how courts treat liability in trucking and logistics. Understanding the difference between vicarious liability and negligent hiring is key to seeing what happens next.
Vicarious Liability: When One Party Answers for Another's Mistakes.

#superior

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Ryder System is seeing more opportunities surface for its dedicated transportation solutions segment as capacity continues to exit the market, executives shared during the company's Q2 earnings call held July 23.
Operating revenue for the segment fell 3% year over year in Q2, but Ryder expects its fleet count to turn positive in Q4 or early 2027 as sales activity strengthens.
"Our pipelines are at record levels for us right now," CEO John Diez said during the call. "We've seen a number of opportunities come back where customers have been running their transportation with for-hire carriers, and they're looking for dedicated capacity and coming back to us."
Ryder's dedicated transportation solutions business — which provides customers with dedicated fleets, drivers and transportation services under longer-term contracts — is seeing demand improve although the recovery has yet to translate into fleet growth.

#dedicated #Transportation

One of the largest nuclear verdicts in history against trucking was handed down Thursday in a Dallas courtroom, a more than $600 million judgement that has quickly thrust C.H. Robinson into the post-Montgomery legal landscape.
A jury in Dallas County Court handed down a verdict of approximately $604 million in a case involving a March 2021 crash in Jackson, Mississippi. The case was filed in the Texas courtroom because the carrier whose truck was involved in the wreck, Lupus Superior, is based there.
C.H. Robinson (NASDAQ: CHRW) hired Lupus Superior to move products from Arizona Beverages.
Three persons were killed in the crash alongside numerous injuries to other automobile passengers in a pileup that occurred after a Lupus Superior truck driven by its employee, Gorgonio Gonzalez, plowed into several cars. Gonzalez also was killed in the crash.
The lead named plaintiff in the case is the estate of Peyton Lipe, who was one of the deceased.

#case #robinson #handed