There’s a reductive and naive story about intermodal in which it grew faster in the 1990s and 2000s and eventually reached a level of equilibrium. Shippers were moving as much freight by intermodal, which was slower and less responsive, as they wanted, and anyway the railroads didn’t want to let
Tight trucking capacity continues to boost intermodal volumes out of Southern California, where volumes have recovered to a much greater extent than in Chicago, New York/New Jersey, or Savannah, Georgia. Most of the blank sailings on the eastbound trans-Pacific lane are behind us; container volumes at West Coast ports should
Intermodal volumes continue to improve, down 10.6% year-over-year but beating the trailing four-week average as they have in prior weeks. But keep in mind that 2019 was a weak year for freight markets and a soft year for intermodal volumes: The mode is well into a multiyear volume decline that
Intermodal volumes are improving, but they’re still double-digit percentages below 2019 levels, which was not a great year for the railroads. Because volumes are low and intermodal capacity is easy to secure, tender rejections are insignificant — intermodal marketing companies (IMCs) are taking all of the contracted freight they can
Intermodal volumes were stronger than their four-week trailing average in week 20, though still down 14% compared to the same period in 2019. Air pockets remain in containerized freight networks — there will be soft periods on a lag to demand going forward — but it seems clear to us
Guidance from the largest containership line in the world suggests that the volume recovery in containerized global trade will take longer than perhaps some expected. Maersk, the Danish shipping giant, reported its Q1 results this morning and said that not only would East-West trade lanes be negatively impacted
Hub Group managed through a tough quarter, taking a 10% hit to revenue compared to the first quarter of 2019. HUBG pivoted, only giving up 90 basis points of gross margin and cutting operating costs. Net income fell 44.6% to $13.2 million. CEO David Yeager discussed intermodal market dynamics in
In Q1, some railroads grew intermodal (Canadian Pacific), some kept it flat (CSX), while others saw steep declines (Union Pacific).
After markets closed this afternoon, CSX reported its financial results for the first quarter of 2020, giving us a look at how eastern rail intermodal networks are performing (tomorrow western railroad Union Pacific reports). There are a couple of things that jumped out at us: CSX successfully sold domestic intermodal
Intermodal providers are paying for more empty moves and dealing with lopsided demand. But are imbalances structural or cyclical?
Contracted truckload volumes went negative on a year-over-year basis Wednesday and will continue to drop. We expect intermodal capacity to be abundant.
Asian exports are ramping as North American demand plummets, and containers are caught in the middle.
Trucking carriers and 3PLs reported that volumes softened this week.
Intermodal volumes fell sharply on an unfavorable mix-shift to short-haul grocery and CPG.
A surge in shorthaul reefer truckloads doesn't help the rails much.
Intermodal train velocities fell across the Class Is, but import shipments to the Port of Oakland ticked up.
Bearish comments on long-term intermodal market penetration from Knight-Swift management give us pause.
We game out best, base, and worst cases for the U.S. macroeconomy, financial markets, and freight markets.
Intermodal spot rates are starting to fall in response to persistently weak volumes.
Intermodal volumes are weak and IMCs are having no trouble covering contracted freight.
Railroads performed the best, while LTL earnings cratered.