Logistics

The companies

31 companies in the logistics industry, each graded on the nine things that decide whether a buyer or an AI assistant can find and trust them online. Open any name for the full write-up and the specific fixes.

70+ solid   45–69 gaps   under 45 costing customers

Sites we couldn’t reach

6 businesses whose website blocked our scanner — common when a site filters datacenter traffic, and not a sign the site is broken. A blocked site is never scored zero.

Who defines the logistics market

The firms, funds and institutions that set the terms in logistics — context, not local listings; never scored.

Logistics guides

Concepts

Operating authority and the MC number

Federal permission from FMCSA to transport regulated property for hire in interstate commerce, or to broker it. The MC number identifies the authority; a company can hold motor carrier, broker and freight forwarder authority separately, and holding one does not permit the activities of another.

USDOT number

The identifier FMCSA assigns to a company operating commercial vehicles in interstate commerce, used to track safety performance, inspections, crashes and audits. Distinct from the MC number, and increasingly the primary identifier as FMCSA moves registration onto its new Motus system.

BOC-3 (process agent designation)

The filing naming a process agent in each state where a carrier, broker or forwarder operates, so legal papers can be served. It is a small form that blocks activation of operating authority entirely if it is missing.

FMCSA safety rating

Satisfactory, Conditional or Unsatisfactory, assigned after a compliance review. Most active carriers are simply unrated because they have never been reviewed. A Conditional rating is not illegal to use, but many shippers and brokers refuse Conditional carriers outright — C.H. Robinson stopped using them in 2026 — so the rating functions as a commercial gate more than a legal one.

CSA and the BASIC scores

Compliance, Safety, Accountability — FMCSA's system scoring carriers by percentile across behaviour categories including Unsafe Driving, Hours-of-Service Compliance, Vehicle Maintenance, Driver Fitness, Controlled Substances and Hazardous Materials. Percentiles compare a carrier to peers of similar inspection volume, so a small carrier's score swings hard on one bad inspection. The Crash Indicator and HazMat BASICs are no longer publicly displayed.

Hours of service and the ELD mandate

The federal limits on driving and duty time — broadly an 11-hour driving limit within a 14-hour window after 10 consecutive hours off, plus 60/70-hour weekly limits and a 30-minute break — recorded on an electronic logging device rather than paper since the ELD rule took full effect. HOS is the single biggest constraint on transit time and the reason detention at a dock is a capacity problem, not just an annoyance.

Drug and Alcohol Clearinghouse

FMCSA's national database of CDL driver drug and alcohol program violations. Employers must query it before hiring and annually thereafter, and a driver in prohibited status may not operate a commercial vehicle until completing return-to-duty steps.

CDL and the driver qualification file

The commercial driver's licence with its endorsements, and the file every motor carrier must keep on each driver — application, MVR, road test, medical examiner's certificate, previous-employer safety history and annual review. An incomplete DQF is one of the most common audit findings and a standard target in litigation discovery.

Broker bond (BMC-84) and the $75,000 requirement

A property broker or freight forwarder must maintain $75,000 in financial security — a BMC-84 surety bond or a BMC-85 trust — so unpaid carriers have recourse. Since compliance with FMCSA's financial responsibility rule began in January 2026, authority can be suspended when the security is drawn below the threshold and not replenished within seven days.

Broker vs carrier vs freight forwarder

A motor carrier owns or leases equipment and takes physical custody. A broker arranges transportation between shipper and carrier, never takes custody, and does not assume carrier cargo liability. A freight forwarder does take custody and assemble or consolidate shipments, and is liable as a carrier. The distinction determines liability, insurance, bonding and who a claim is filed against, and it is the most commonly misunderstood idea in the industry.

Double brokering and freight fraud

Re-brokering a load to another carrier without the shipper's or broker's authorization — sometimes ordinary capacity juggling, increasingly the front end of outright theft, where a fraudster using a stolen or purchased MC number takes the load and the freight or the payment disappears. Highway's Q2 2026 index recorded impersonation attempts up 282% quarter over quarter, and ownership-change 'sold MC' fraud at 25.6% of reported thefts.

Carmack Amendment and cargo claims

The federal statute governing interstate motor and rail cargo liability. It makes the carrier liable for actual loss or damage regardless of fault, subject to defences such as act of God, act of the shipper, inherent vice, public authority and act of the public enemy — and subject to lawful released-value limits. It preempts most state-law claims, and it sets the claim filing and suit windows, commonly nine months to file and two years plus a day to sue.

Contingent cargo insurance

Coverage a broker buys that responds when the hauling carrier's own cargo policy fails to pay. It is contingent by design — it is not primary coverage, it usually will not respond to a fraud or theft loss on an unauthorized re-broker, and shippers routinely overestimate what it protects.

Auto liability limits

The bodily injury and property damage coverage a motor carrier must carry, with a federal minimum of $750,000 for general freight and higher minimums for hazardous materials. Most shippers contractually require $1 million, and the gap between the federal floor and real accident verdicts is why excess and umbrella layers exist.

Hazmat endorsement and placarding

Hazardous materials require a driver with an H endorsement and TSA security threat assessment, proper shipping papers and emergency response information, correct packaging, and placards on the vehicle above threshold quantities. Hazmat also carries higher insurance minimums, restricted routing and, for some classes, its own permit.

Weight limits and axle configuration

The federal interstate ceiling of 80,000 pounds gross with 20,000 per single axle and 34,000 per tandem, policed together by the federal bridge formula, which is why a legal gross weight can still be illegal if it sits wrong on the axles. Sliding the tandems redistributes weight; adding axles raises the legal limit; Texas permits some heavier configurations on designated routes.

Oversize/overweight (OS/OW) permits

State-issued authorization to exceed legal dimension or weight limits, with routing, escort, curfew and sometimes engineering conditions attached. In Texas these run through TxDMV's TxPROS system, and permitting plus escorts is often the long pole in a heavy-haul schedule.

Cabotage

The rules restricting a foreign carrier from performing domestic point-to-point movements. A Mexican or Canadian carrier may bring an international load in and take one out, but generally may not run purely domestic US freight — which is why cross-border moves usually involve a transfer carrier and a handoff at the border.

Customs broker and CBP entry

A licensed customs broker files the entry with US Customs and Border Protection on the importer of record's behalf, declaring classification, value and origin and arranging duty payment. The importer of record — not the broker — carries legal responsibility for the accuracy of the declaration.

ISF (Importer Security Filing / 10+2)

For ocean imports, ten data elements from the importer and two from the carrier, filed at least 24 hours before lading at the foreign port. Late or inaccurate filings draw liquidated damages and holds, and ISF is the most common early stumble for a company importing for the first time.

HTS classification

The Harmonized Tariff Schedule code that determines duty rate, eligibility for trade programs and admissibility. Classification drives landed cost directly, is the importer's legal responsibility, and after the 2025–26 tariff changes it and the origin claim are where most cross-border money is won or lost.

Duty drawback

A refund of duties, taxes and fees paid on imported goods that are subsequently exported or destroyed, generally claimable up to five years back. Substantial and routinely unclaimed by mid-market importers who never realize they qualify.

Foreign-Trade Zone (FTZ)

A secure site treated as outside US customs territory for duty purposes. Goods can be admitted, stored, manipulated or manufactured without duty until they enter US commerce, and duty is avoided entirely on re-exports. Used for cash-flow relief, inverted-tariff savings and merchandise processing fee consolidation.

FTL, LTL and partial truckload

Full truckload is one shipper's freight moving direct, priced per mile. LTL moves through a hub-and-spoke terminal network with other shippers' freight, priced by weight, class and distance, with more handling and more damage exposure. Partial or volume LTL sits between — too big for LTL economics, not enough to justify a full trailer — and usually moves direct without terminal handling.

Freight class and the NMFC

The National Motor Freight Classification assigns LTL freight to a class from 50 to 500 based on density, stowability, handling and liability. Class drives the rate, and the NMFTA's 2025 restructuring moved most commodities to a density-based scale, making accurate dimensions far more consequential than they used to be.

Density-based pricing and dimensional weight

Pricing by the space freight occupies rather than what it weighs. LTL density is pounds per cubic foot; parcel and air use a dimensional weight computed from length × width × height divided by a divisor, and bill on whichever is greater. Light bulky freight is where shippers get surprised, and where packaging redesign pays back fastest.

Accessorials

Charges beyond the linehaul — liftgate, residential delivery, inside delivery, limited access, appointment scheduling, reconsignment, redelivery, layover, driver assist, tarping, lumper fees, TONU. They are where an attractive quoted rate quietly becomes an unattractive invoice, and auditing them is a standard early win in a 3PL relationship.

Detention, demurrage and dwell time

Detention is what a shipper pays when a driver is held at a facility beyond free time, usually one to two hours. Demurrage is the port or rail equivalent for containers left beyond free days. Dwell time is the underlying measurement. Because HOS clocks keep running, detention consumes a driver's legal day, which is why chronically slow facilities pay higher rates or get skipped entirely.

Fuel surcharge

A separate per-mile or percentage charge indexed to the DOE national average diesel price, meant to isolate fuel volatility from the base rate. The peg point and index used vary by contract, and an out-of-date peg is one of the more common sources of silent overpayment.

Linehaul rate

The base charge for moving the freight from origin to destination, excluding fuel and accessorials. It is the correct number for comparing rates across time or providers — the U.S. Bank Freight Payment Index reported spot linehaul at $1.57/mile in May 2025 and $2.01 in February 2026 — because all-in rates move with diesel independent of the freight market.

Spot rate vs contract rate

Spot is the price to move a load today on the open market; contract is a rate committed for a defined term and volume. Contract normally carries a premium for reliability, and shippers rely on it in tight markets while carriers rely on it in loose ones. The premium collapsed from roughly $0.39 to $0.11 per mile between November 2025 and February 2026, and by June 2026 DAT reported dry van spot topping contract for the first time since February 2022 — the classic marker of a turning market.

RFP and bid season

The annual or semi-annual process in which a shipper puts its lanes out to bid, collects carrier and broker rates, and rebuilds its routing guide. Mini-bids are targeted mid-cycle re-bids on lanes that broke. Bidding aggressively into a loosening market and then being unable to hold rates when it tightens is the recurring shipper mistake.

Routing guide and tender acceptance

The ranked list of carriers per lane and the price at which each has agreed to haul it. Tender acceptance is the percentage of loads a carrier takes when offered. When primaries start rejecting, loads fall down the guide to more expensive backups and then to spot — routing guide depth is the earliest reliable warning that a market is tightening.

Primary carrier

The first carrier tendered on a lane, holding the committed rate and volume. A good primary relationship is what a shipper is really buying in a bid; a primary that accepts 98% in a soft market and 60% in a tight one was never actually a primary.

Backhaul and deadhead

A backhaul is the return leg after delivery; deadhead is running empty to the next pickup. Every deadhead mile is a mile with cost and no revenue, so the value of a lane to a carrier depends heavily on what it can find near the destination — which is why the same lane prices differently in each direction.

Load factor and cubic utilization

How much of the available weight and cube a shipment actually uses. A trailer weighing out at 44,000 pounds with the deck half empty, or cubing out at 12,000 pounds, is paying for capacity it cannot use. Pallet configuration, double stacking and packaging design are the levers, and improving them cuts cost without touching the rate.

Cost per mile and revenue per loaded mile

The two numbers that decide whether a trucking operation makes money. Cost per mile is total operating cost — driver pay, fuel, equipment, insurance, maintenance, overhead — divided by all miles including empty ones. Revenue per loaded mile is what the freight paid divided by loaded miles only. The gap between them, adjusted for deadhead percentage, is the actual margin.

OTIF, fill rate and service level

On Time In Full measures deliveries arriving in the appointment window with the complete ordered quantity, and large retailers assess chargebacks against it. Fill rate is the share of ordered units actually shipped. Service level is the broader promise — transit time, delivery window, damage rate — against which a provider is graded. OTIF is unforgiving because it is a single pass/fail per order regardless of how close the miss was.

Cross-dock

Receiving inbound freight and moving it straight to an outbound trailer, sorting rather than storing. It compresses transit time and removes inventory carrying cost, and it depends entirely on inbound timing discipline — one late inbound cascades into every outbound on the dock.

Drayage

The short move between a port or rail ramp and a nearby warehouse or transload facility. Short in miles and disproportionately large in cost and risk, because it is where chassis shortages, terminal appointments, per diem and demurrage charges collide.

Transload

Transferring freight between equipment types — typically an international 40-foot ocean container into domestic 53-foot trailers or containers. It cuts per-unit inland cost, returns the ocean container quickly to avoid per diem, and allows freight to be re-sorted by destination at the coast rather than at an inland DC.

Intermodal and the chassis

Moving a container on rail for the long haul with truck on each end, cheaper and more fuel-efficient than over-the-road but slower and less certain on transit. The chassis — the wheeled frame a container rides on — is the perennial friction point: pool ownership, availability, roadability and split-chassis rules regularly cost more delay than the rail leg itself. J.B. Hunt's acquisition of Walmart's container and chassis fleet in February 2024 took its domestic container count past 118,000.

Reefer and the cold chain

Temperature-controlled equipment and the discipline around it — pre-cooling, pulp temperature verification at loading, continuous temperature recording, set point versus continuous versus cycle-sentry operation, and FSMA sanitary transport requirements. A reefer breakdown is a total-loss cargo claim, so documentation quality decides whether the claim is paid.

Tender lead time

How far ahead of pickup a load is offered to a carrier. Short lead time forces the load into the spot market and prices it accordingly; giving carriers 48 to 72 hours measurably raises tender acceptance and lowers cost, and it is one of the few levers a shipper controls without spending anything.

WMS (warehouse management system)

The system directing receiving, putaway, inventory location, replenishment, picking, packing and shipping inside a facility, usually with RF scanning or voice. Its value is directed work and inventory accuracy; its cost is that a poorly configured WMS institutionalizes a bad process at speed.

TMS (transportation management system)

The system that rates, tenders, tracks, documents and settles freight across modes and carriers, and produces the reporting a shipper needs to negotiate. The market splits between carrier-operations TMS such as McLeod and Trimble and shipper or broker TMS such as MercuryGate and Descartes.

Slotting, pick path and units per hour

Slotting places fast-moving SKUs in the most accessible locations; pick path is the route a picker travels through those locations; units or lines per hour is the resulting productivity measure. Reslotting to velocity is the cheapest meaningful productivity gain in most warehouses and typically precedes any automation business case.

Safety stock and inventory turns

Safety stock is the buffer held against demand and lead-time variability; turns are how many times inventory sells through in a year. They pull against each other and against transportation: faster, more reliable transit permits less safety stock, while cheaper slower modes require more. Network and mode decisions are really inventory decisions wearing a freight costume.

What’s happening

• The freight recession that began in spring 2022 is over, and 2026 is a rate upcycle — but a supply-led one, which changes what it means. FreightWaves declared it finished on 30 April 2026. Spot linehaul bottomed at $1.57 per mile in May 2025 and reached $2.01 by February 2026, up 23.3% year over year, while contract linehaul rose only about 5% to $2.12, collapsing the contract-over-spot premium from roughly $0.39 to $0.11 per mile. By June 2026 DAT reported dry van spot rates above contract for the first time since February 2022 and flatbed at a record high. The Cass Freight Index tells the real story: in June 2026 expenditures were up 11.2% year over year while shipments were still down 4.1% — prices rising on shrinking volume, which is capacity leaving rather than demand arriving. 2026-08 source ↗
• The 'capacity has exited' narrative is half true and the half that is false matters. Bureau of Labor Statistics data confirms real labor contraction: truck transportation employment peaked at 1,588,300 in August 2022 and stood at 1,466,600 in June 2026, down 121,700 or 7.7%, still below January 2019, with long-distance general freight down 10.3% from its peak and a visible 32,700-job single-month drop in August 2023 when Yellow shut down. A February 2026 benchmark revision cut December 2025 truck employment by a further 46,400. But carrier counts tell the opposite story: there are still roughly 86,000 more for-hire trucking firms than before the pandemic, a 33% increase, 2025 net authority change was roughly flat, and Q1 2026 was a net influx of operating authority with revocations at their lowest since Q4 2021. Small operators are absorbing the pain rather than exiting. 2026-08
• Cargo theft and freight fraud have moved from the truck stop to the inbox and are the industry's fastest-rising cost. CargoNet and Verisk recorded 2,646 confirmed cargo thefts in 2025, up 18%, with estimated losses around $725 million, up 60%, and average loss per incident up 36% to $273,990. The dominant method is impersonation — credential harvesting, spoofed carrier identities, and buying legitimate dormant motor carrier businesses to inherit a clean record, so-called 'sold MC' fraud, which Highway put at 25.6% of reported thefts in Q2 2026. Highway also blocked 784,201 fraudulent emails that quarter, up 58.3% year over year, with spoofed calls up 159.3% and impersonation attempts up 282% quarter over quarter. TIA's April 2025 fraud survey found reports up 65% and 34% of respondents naming unlawful brokerage as the most common tactic. 2026-08 source ↗
• FMCSA English language proficiency is now an out-of-service offence and it has removed real capacity. Executive Order 14286 was signed 28 April 2025, CVSA added 49 CFR 391.11(b)(2) to the out-of-service criteria, and enforcement policy MC-SEE-2025-0001 took effect 25 June 2025, requiring a roadside interview conducted entirely in English with interpreters, cue cards and translation apps prohibited. FreightWaves counted 13,257 out-of-service violations in the first 31 weeks, with about 60% tracing to carriers domiciled in just five states — Texas, Florida, Illinois, California and Ohio. FMCSA withheld about $40.7 million in safety grant funds from California in October 2025; California sued in December 2025 and began roadside enforcement in January 2026. Congress made the requirement statutory in Public Law 119-75 in February 2026, with a carve-out exempting drivers inspected inside the US–Mexico border commercial zones from out-of-service placement. 2026-08 source ↗
• The parallel non-domiciled CDL crackdown is the larger capacity shock of the two. An interim final rule on 29 September 2025 followed a nationwide audit that found systemic non-compliance in California, Colorado, Pennsylvania, South Dakota, Washington and Texas. The final rule published 13 February 2026 and took effect 16 March 2026, restricting eligibility to specific employment-based nonimmigrant statuses and making asylum seekers, refugees and DACA recipients ineligible. Roughly 200,000 non-domiciled CDL holders are affected. Litigation is live in the D.C. Circuit, where a stay was denied 2–1 in May 2026 with the merits still pending. 2026-08 source ↗
• FMCSA's broker transparency rule is still not final, while the financial responsibility rule quietly took effect. The Transparency in Property Broker Transactions NPRM published 20 November 2024 and drew about 6,900 comments; it would require electronic records of broker compensation, three-year retention, and provision to any party within 48 hours of a request. FMCSA declined to ban contractual waivers, OOIDA and SBTC support it, and TIA opposes it. As of August 2026 there is no final rule — a supplemental NPRM has slipped twice and remains unpublished. Separately, the Broker and Freight Forwarder Financial Responsibility rule reached compliance on 16 January 2026, letting FMCSA suspend authority when the $75,000 security is drawn down and not replenished within seven days. A separate broker qualification standards rulemaking implementing MAP-21 is projected for late 2026. 2026-08 source ↗
• The Supreme Court reopened broker liability and the first verdict was enormous. In Montgomery v. Caribe Transport II, decided 14 May 2026 by a unanimous Court in an opinion by Justice Barrett, the FAAAA safety exception was held to preserve state-law negligent-selection claims against freight brokers, resolving a circuit split and eliminating what had been a complete early-stage preemption defence in much of the country. It created no new duty of care, but these claims now survive dismissal and reach discovery and trial. On 24 July 2026 a Texas jury returned a $604 million advisory verdict against C.H. Robinson in Lipe v. Lupus Superior over negligent carrier selection in a 2021 crash; the company is appealing and has stopped using Conditional-rated carriers and imposed a seven-day waiting period on newly issued authorities. TIA has petitioned FMCSA to create a federal carrier safety standard in response. 2026-08 source ↗
• Nearshoring has made Mexico the dominant US trading partner and Laredo the pressure point. US–Mexico goods trade reached $871.6 billion in 2025 against $715.5 billion with Canada and $414.7 billion with China, and May 2026 alone ran $87.23 billion, up 17.06% year over year. Laredo posted $353.94 billion in 2025 trade value, up 4.4% and a fifth consecutive record, with over 97% of it Mexican. One common claim needs correcting: WorldCity's 2025 all-modes ranking placed Laredo third behind New York and Los Angeles, so Laredo is the top US land port of entry but no longer the top US port overall. The Supreme Court struck down the IEEPA tariffs on 20 February 2026, but Section 301, 232 and 338 measures replaced them — with USMCA-qualifying goods exempt, which makes certificate-of-origin discipline the single highest-leverage cross-border skill. January 2026 cross-border trucking fell 3.5% overall, but the damage was Canadian, down 17%, while Mexican freight rose 5.8%. The USMCA joint review took place 1 July 2026 without US confirmation of renewal in current form, converting the process to annual reviews against a 2036 sunset. 2026-08 source ↗
• The warehouse vacancy story has already turned, and the premise that it is still normalizing downward is out of date. National industrial vacancy peaked and reversed in Q2 2026: CBRE reported 6.5%, down 20 basis points, with 85.1 million square feet absorbed and completions of 47.9 million square feet — the lowest quarterly total since 2016 and the first quarter since Q2 2022 in which demand outpaced supply. JLL put vacancy at 6.8% with 99.1 million square feet absorbed and big-box leasing up 58.3%. Cushman & Wakefield reported 6.9% and, notably, rent growth re-accelerating to 2.9% year over year from 2.1%. Prologis reported 95.5% occupancy in Q2 2026 and on 4 August 2026 announced a recommended all-share combination with SEGRO valued around $19 billion, the largest logistics REIT consolidation on record. 2026-08 source ↗
• Warehouse automation has crossed from pilot to production economics at the top of the market. Amazon deployed its millionth robot in mid-2025 across more than 300 facilities and introduced DeepFleet, a generative-AI traffic-management model projected to improve robot travel efficiency by 10%; its Blue Jay system, announced October 2025, collapses pick, stow and consolidate into one robotic workspace and handles roughly 75% of item types at its South Carolina test site. New York Times reporting on internal documents describes an ambition to avoid hiring roughly 600,000 US workers by 2033 — attribute that to the reporting, not to Amazon. Symbotic reported $721 million in revenue for its June 2026 quarter, up 22%, with GAAP net income of $55 million, 77 systems in deployment and a $22.5 billion backlog. GXO reported its strongest sales quarter in three years in Q2 2026 and has invested about $1 billion in automation, robotics and AI over five years, with Agility Robotics Digit humanoids under a multi-year agreement. 2026-08 source ↗
• Autonomous trucking is commercially live on Texas corridors, and Texas is where it is being proven. Aurora Innovation launched driverless Class 8 service between Dallas and Houston on 1 May 2025, added night operations in July 2025, and expanded to ten routes in February 2026 including Fort Worth–El Paso, El Paso–Phoenix and Dallas–Laredo. On 22 July 2026 it launched Aurora Driver 2 with no observer aboard, moving to an International LT platform upfitted by Roush and targeting 200 driverless trucks by year end against roughly 440,000 cumulative driverless miles as of June 2026. Kodiak went public on Nasdaq as KDK in September 2025 and runs 28 driverless trucks in the Permian Basin for Atlas Energy Solutions — largely on private lease roads, with public-road operations expected in 2027. Gatik began fully driverless commercial delivery in January 2026 with 41 Isuzu box trucks for PepsiCo across Arizona, Texas and Arkansas. Torc targets a 2027 launch on the Dallas–Fort Worth to Laredo lane. Texas SB 2807 replaced the state's permissive regime with a TxDMV authorization requirement effective 1 September 2025. 2026-08 source ↗
• The regulatory forcing function behind electric trucking was dismantled inside thirteen months, and the economics have reverted to fuel. CARB withdrew its Advanced Clean Fleets waiver request in January 2025; Congress revoked the Advanced Clean Trucks and low-NOx Omnibus waivers by CRA resolution signed 12 June 2025; and EPA's rescission of the greenhouse gas endangerment finding and the motor vehicle greenhouse gas emission standards was published in the Federal Register on 18 February 2026 and took effect 20 April 2026, with a coalition of states suing. Nikola filed Chapter 11 in February 2025 and Lucid acquired its Coolidge plant; Hyzon liquidated. Roughly 70% of California's hydrogen stations were dark by March 2026. Tesla's Nevada Semi line produced its first units in late April 2026 with battery cells the binding constraint and no disclosed delivery counts. The practical winner in the interim is renewable natural gas — the Cummins X15N delivers diesel-comparable range and refueling without charging infrastructure capex. 2026-08 source ↗
• The driver shortage argument is effectively over, and its own sponsor ended it. The American Trucking Associations' last official estimate was roughly 60,000 for 2023, down from a peak claim of about 80,000 in October 2021, and no comparable headline number has been issued since. In October 2025 ATA's chief executive said there had 'never been a lack of people with CDLs' and its chief economist reframed the issue as a quality problem rather than an absolute number. The measurable problem is retention: turnover at large truckload carriers has run roughly 90–96% for years, and production and nonsupervisory hourly earnings in truck transportation rose from $26.41 in January 2022 to $32.20 in April 2026, a real 22% gain but not a shortage-scale repricing. The live 2026 story is policy-driven supply contraction — non-domiciled CDL restrictions, English proficiency out-of-service orders, roughly 20,000 revoked Mexican trucker visas — colliding with a freight recovery, which may produce the first genuine empirical test of the shortage thesis in years. 2026-08 source ↗
• Central Texas is absorbing a semiconductor and EV manufacturing buildout while carrying the most expensive truck congestion in the state, and the two facts are related. Samsung's $17 billion Taylor fab sits on 1,200 acres, entered its final construction phase in early 2026 with roughly 1,500 permanent employees targeted by year end and a second fab planned, backed by over $4 billion in CHIPS Act funding; Tesla's Giga Texas occupies 2,100 acres and about 10 million square feet at Del Valle. TTI and TxDOT's 2025 congestion study ranks the 7.93-mile I-35 segment through central Travis County fifth statewide on the trucks-only list, with $40.2 million in annual truck congestion cost — the highest of any segment in Texas, above Houston's overall number one. TxDOT's Mobility35 and I-35 Capital Express program is rebuilding 79 miles from the Williamson–Bell county line to the Hays–Comal line. Industrial vacancy in Austin is the highest of any major US market and the numbers depend on who is counting: CBRE reported 19.4% in Q2 2026 with average asking rent of $13.78, Cushman & Wakefield reported 22.9% in Q1 2026, and Partners reported 15.7%. Submarket detail from Cushman & Wakefield's Q1 2026 report puts Georgetown at 34.0%, Round Rock at 26.7%, Northeast Austin at 25.8% and Hays County at 21.5%, while San Antonio runs far tighter at 10.3% per CBRE. No brokerage attributes absorption specifically to Samsung or Tesla, so treat the adjacency as geography rather than causation. 2026-08 source ↗

Questions people ask

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▶Get Your USDOT & MC Numbers FAST: Step-by-Step GuideDescription & transcript →

▶FMCSA Application: DOT & MC Number EXPLAINED!Description & transcript →

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