Archive For The “News” Category
Truckload freight volumes rose across all major equipment types in March while a sharp jump in fuel costs pushed spot and contract rates to their highest levels in more than two years, reported DAT Freight & Analytics, provider of the industry’s leading load boards and freight analytics.
The DAT Truckload Volume Index (TVI), which measures demand for truckload services, increased month over month, reflecting strong early-season demand to move retail goods, produce, and construction and industrial equipment:
• Van TVI: 253, up 12% compared to February
• Reefer TVI: 196, up 7%
• Flatbed TVI: 314, up 18%
Spot pricing: Fuel drives freight rates higher
National average truckload spot rates increased in March, driven almost entirely by fuel cost recovery:
• Spot van rate: $2.52 per mile, up 11 cents from February
• Spot reefer rate: $2.97 per mile, up 9 cents
• Spot flatbed rate: $3.09 per mile, up 37 cents
Spot rates, which are negotiated between the freight broker and carrier as all-in rates with no separate fuel surcharge, were substantially higher across all modes year over year. The average spot van rate was up 53 cents from March 2025, the reefer rate was up 70 cents, and spot flatbed rates increased 56 cents.
Van and reefer spot linehaul rates—the portion of the truckload rate excluding fuel—surged toward the end of March as shippers rounded out Q1, but actually declined month over month, falling 9 cents and 13 cents, respectively. Flatbed was the exception: the average linehaul rate rose 13 cents.
“Linehaul rates were still under pressure through most of March, which tells you demand hasn’t fully caught up yet,” said Ken Adamo, DAT Chief of Analytics.
The national average diesel fuel surcharge surged across all equipment types, compressing linehaul margins even as total rates climbed. Last month’s average van fuel surcharge rose from 41 cents to 61 cents per mile, the highest since late 2022. The reefer surcharge climbed 22 cents, to 67 cents per mile, and the flatbed surcharge rose 24 cents, to 73 cents per mile.
“For context, monthly average van fuel surcharges averaged around 40 cents per mile throughout most of 2025,” Adamo said. “The March reading represents a 50% increase from that baseline.”
Contract rates: Moving higher with fuel
Contract freight rates increased sharply in March, driven largely by the same fuel-cost dynamics that affect the spot market.
• Contract van rate: $2.72 per mile, up 20 cents month over month
• Contract reefer rate: $3.10 per mile, up 22 cents
• Contract flatbed rate: $3.43 per mile, up 30 cents
As shippers and carriers navigate RFP season in this environment, Adamo offered a pointed assessment of current trucking industry trends and freight pricing strategies. “Right now, the smartest players are pricing contracts based on where they believe the market is going and being transparent about those assumptions, leaving room to adjust if conditions change,” Adamo said.
For previous TVI reports, visit: https://www.dat.com/news-releases
About the Truckload Volume Index
The DAT Truckload Volume Index measures monthly changes in loads with a pickup date during that month. A baseline of 100 equals the number of loads moved in January 2015, based on data from DAT RateView, part of the DAT iQ freight analytics platform, which tracks rates paid on actual shipments. Benchmark spot rates reflect invoice data for hauls of 250 miles or more, offering a consistent view of truckload demand and spot rate trends across the United States and Canada.
About DAT Freight & Analytics
DAT Freight & Analytics operates the DAT One truckload freight marketplace; Convoy Platform, an automated freight-matching technology; DAT iQ analytics service; Trucker Tools load-visibility platform; and Outgo factoring and financial services for truckers. Shippers, transportation brokers, carriers, news organizations, and industry analysts rely on DAT for market trends and data insights, informed by nearly 700,000 daily load posts and a database exceeding $1 trillion in freight market transactions.
Founded in 1978, DAT is a business unit of Roper Technologies (Nasdaq: ROP), a constituent of the Nasdaq 100, S&P 500, and Fortune 1000. Headquartered in Portland, Oregon, DAT continues to set the standard for innovation in the trucking and logistics industry. Visit dat.com for more information.
U.S. diesel fuel prices are rising anywhere from 11 to 49 percent depending upon what part of the country one is looking at, according to the International Fresh Produce Association.
For an industry built on speed and temperature control, these increases are not just incremental—they are structural. Cold chain logistics, from refrigerated trucks to ocean containers, depend heavily on fuel stability. As surcharges are added across ocean, air, and land transport, the cost of simply moving fresh produce is climbing in real time.
There are early signs of adjustment. Freight markets are resisting sharper increases due to underlying demand softness, with some carriers offering discounts below announced rates. However, structural risks remain.
Truckers are certainly feeling the pain. According to the U.S. Department of Energy the average cost of number 2 diesel fuel for April 13th was $5.39 per gallon, compared to $4.80 on March 9. A year ago the average price was $2.15.
Vista Vineyards of Bakersfield, CA has announced the launch of a leadership-owned table grape company built to deliver a consistent, 52-week supply through integrated farming, packing, and sales operations.
By following the sun across California, Mexico, and South America, Vista coordinates timing, varietal performance, and volume to support uninterrupted retail programs throughout the year.
The company brings together long-standing operations under one structure focused exclusively on table grapes, with key members of Vista’s leadership team having company ownership. This ownership structure reinforces long-term alignment, clear accountability, and commitment to retailer partners.
Vista Vineyards operates as a grower, packer, and shipper with proprietary licensed access to Sun World and BLOOM FRESH varieties across its growing regions. This integrated model allows Vista to coordinate production decisions in service of consistent, retail-ready programs year-round.
“Buyers want continuity and accountability,” said Oliver Sill, Vice President of Sales at Vista Vineyards. “Our leadership team has worked together for years across these regions. Now we’re operating as one company, with clear execution and responsibility behind every shipment.”
Vista Vineyards operates across complementary growing regions to stay in season year-round, maintaining consistent supply and quality:
● California (July–December): Established domestic acreage supporting peak U.S. production.
● South America (November–April): Growing operations that extend supply beyond North America, with further information coming soon.
● Mexico (May–July): Licensed partner growers operating under Vista Vineyards’ proprietary variety sales rights.
This investment structure supports consistent availability of premium green, red, and black seedless grapes throughout the year, with production decisions aligned to retail demand, varietal performance, and shelf consistency.
“We’ve spent years building relationships and infrastructure across these regions,” said Kevin Andrew, CEO. “This structure lets us operate the way we’ve always believed the business should run — with ownership, accountability, and a long-term view. We’re building something we believe in.”
The Peruvian avocado industry continues to expand, with rising export volumes reflecting both improved productivity and stronger international demand. As shipments grow, industry leaders are increasingly focused on maintaining market balance and ensuring that supply growth aligns with global demand, according to USDA Market News.
Peru exported 722,754 tons of Hass avocados in 2025, representing a 38 percent increase year-on-year, according to trade commission PromPerú. This growth reflects the sector’s continued development and expanding presence in international markets.
Importantly, the increase has not been driven by the rapid expansion of planted area. Instead, industry representatives emphasize that gains have come primarily from productivity and orchard management improvements.
Arturo Medina, general manager of ProHass, noted that the expansion reflects “consistent improvement in productivity, technical management, and commercial planning rather than a substantial rise in surface area.”
In fact, the total area planted with avocados remained relatively stable at 83,529 hectares in 2025, suggesting that higher yields and improved coordination across the industry have been the main drivers of export growth.
While Europe remains dominant, Peru has been gradually diversifying its export destinations. Shipments to the United States increased by more than 50 percent, while exports to Asian markets rose nearly 40 percent, reflecting growing demand in countries such as China, Japan, and South Korea. Industry leaders increasingly view Asia as a key long-term growth market.
According to Medina, “Asia is no longer a complementary market, but a strategic growth axis for Peruvian avocado.” Efforts to expand into these markets have included improving phytosanitary standards and adapting logistics to support longer shipping distances. As export volumes increase, industry participants emphasize the importance of coordination across the supply chain to maintain stable market conditions.
The increased fruit volume also poses challenges for market planning. “The Hass avocado market is quite strong at the moment, but from mid-March on, effective collaboration with distribution channels will be essential to maintain prices,” said Fernando Hidalgo, manager of Cultivemos.
Managing shipment timing and destination diversification will continue to play a key role in maintaining price stability. The Peruvian avocado sector is increasingly characterized by greater coordination, diversified markets, and improved productivity, according to PromPerú. The country’s ability to expand exports while maintaining market stability highlights the industry’s growing maturity.
At the same time, balancing supply growth with demand will remain a key priority as production continues to increase in the coming years. For exporters, the focus is shifting from rapid expansion to strategic market management—ensuring that the rising Peruvian avocado supply can be absorbed smoothly across global markets.
The California pistachio industry’s volume is expected to slow over the next five years, while farmgate value is expected to increase, Rabobank’s market insights branch, RaboResearch, reports.
According to the financial entity, the industry is entering a mature phase, with bearing acreage growth expected to level off by 2030. As output declines, prices are projected to increase, which forecasts say will push the industry over the $3 million valuation this season.
According to RaboResearch, the average annual California pistachio output will remain below two billion pounds this season, and production in the next five years will track under that threshold.
The 2025/26 season is projected to reach 1.6 billion pounds, a 40 percent year-over-year increase, though still below the initial 1.8 billion-pound industry estimate.
For 2026/27, the report projects a more conservative output range between 970 million and 1.23 billion pounds.
This season’s California pistachio projected outcome contrasts with the 2020/21 and 2022/23 seasons, when supply exceeded consumption and pricing suffered.
By Michael Riser ALC Boise
In June 2024, a five-year-old child, Dalilah Coleman, was injured in a traffic collision involving a semi-truck in Adelanto, California. The driver of the truck was reported to be an undocumented immigrant. During the annual State of the Union Address on February 24, 2026, President Trump referenced the incident and called on Congress to consider legislation referred to as the “Dalilah Law.” The proposed policy would seek to prevent U.S. states from issuing commercial driver’s licenses (CDLs) to individuals without lawful immigration status.
Following the address, Jim Banks (R-IN) introduced legislation in the U.S. Senate reflecting the proposal. According to industry reporting, if the bill were passed by Congress and signed by the president, it would take effect immediately upon enactment.
Key provisions described in coverage of the proposal include:
- Prohibiting states from issuing CDLs to undocumented immigrants or individuals with certain temporary or non-qualifying immigration statuses.
- Requiring states to revoke existing CDLs held by individuals who do not meet the new eligibility criteria.
- Implementing English-only requirements for CDL knowledge and skills testing.
- Mandating that all current CDL holders complete a recertification process within 180 days.
The U.S. trucking industry relies heavily on a vast network of commercial drivers to maintain freight movement across supply chains. Out of a total workforce of approximately 3.5-3.8 million CDL holders, FreightWaves estimates indicate that foreign-born drivers now comprise roughly 18-19% of the workforce, or approximately 630,000-720,000 individuals. This demographic shift is significant when viewed over time. According to Logistics Management, foreign-born drivers numbered just 316,000 in 2000. Despite that figure having doubled over the last two decades, the sector faces a structural driver shortage estimated at 80,000-100,000. To keep pace with demand, the industry is projected to require up to 1.2 million new drivers over the next decade, according to the same source.
The downstream effects could include increased costs as capacity tightens and pricing pressures rise. At the same time, trucking companies that remain unaffected by the proposed legislation may find themselves in a favorable position. With fewer competitors operating under the new constraints, demand for their services is likely to grow, giving them greater leverage to negotiate higher rates. This dynamic could ultimately shift bargaining power within the market, amplifying cost disparities across the supply chain.
If enacted, the proposed legislation could affect the supply of eligible commercial drivers in the U.S. truckload market, and changes to licensing eligibility and recertification requirements could result in some drivers being removed from the workforce. Ultimately, the scope of the impact from the proposed “Dalilah Law” would depend on several factors, including the final legislative language, implementation timelines, regulatory enforcement, and how our industry adapts over time.
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Michael Riser graduated from Miami University in Oxford, Ohio in 2012. He has built his career in sales, working across both the logistics and packaging industries. Throughout his career, he has focused on strategic business development, supply chain solutions, and expanding customer partnerships. In the spring of 2023, Michael joined the Allen Lund Company as a National Sales Manager, where he is based in the Boise, Idaho office.
michael.riser@allenlund.com
The United States mango market is entering a more delicate phase of the winter season, as rainfall in northern Peru begins to constrain export volumes and reshape short-term supply expectations.
Recent field reports from growing areas such as Motupe and Piura indicate that persistent February rains have reduced exportable volumes and affected fruit quality. While harvesting and exports have not stopped, sustained humidity has increased phytosanitary pressure, resulting in higher cosmetic staining and lower pack-outs.
Infrastructure remains operational, and shipments to the US continue. However, fewer cartons are meeting export standards, and that reduction is beginning to be felt in destination markets.
Exporters report that some packing houses are closing earlier than expected due to lower throughput. At the same time, reduced availability is lending support to wholesale pricing in both the US and Europe. The current firmness reflects real supply contraction rather than speculative demand.
The data shows just how sharply volumes have shifted this season. After peaking near 81.5 million lbs. in January–February 2024-25, Peruvian shipments to the United States mango market appear materially lower so far in 2025-26, with January volumes trailing well below last year’s highs.
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ALLEN LUND COMPANY, TRANSPORTATION BROKERS, LOOKING FOR REEFER CARRIERS: 1-800-404-5863.
With a strong supply of lemons and other varieties, Bee Sweet Citrus of Fowler, CA reports that they’re well-suited to tackle Lenten (which started February 18 for 40 days) and springtime citrus promotions.
“With the start of Lent, we often see a rise in lemon consumption as many families turn to meatless meals,” stated Bee Sweet Citrus Director of Communications Monique Mueller. “Lemons not only enhance the flavor of pescatarian dishes, but are also a popular ingredient in springtime beverages and desserts.”
Currently, Bee Sweet Citrus is harvesting lemons from California’s Central Valley and Central Coast. The field team reports that this season’s lemon crop boasts exceptional quality and flavor.
“Lemon supply is very good right now. We increased harvest ahead of current rain events, so we have plenty of inventory ready to ship,” stated Bee Sweet Citrus Director of Harvesting and Grower Relations Randy Stucky. “We are picking full-color fruit and packing immediately after it arrives from the field, which will extend shelf life and improve fruit quality at the store level.”
In addition to lemons, Bee Sweet Citrus has a robust line of varieties that would complement Easter and other seasonal promotions. The company’s Meyer lemons, Royal Red oranges, and Cara Cara oranges would best suit desserts, while its grapefruit, Minneola tangelos, mandarins, and Navel oranges would make great on-the-go snacks.
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ALLEN LUND COMPANY, TRANSPORTATION BROKERS, LOOKING FOR REEFER CARRIERS: 1-800-404-5863.
The devastation of the freeze in Florida about a month ago is now being fully realized with the report from the Florida Department of Agriculture and Consumer Services.
From blueberries to strawberries and citrus, as well as sugar cane and vegetables, losses were heavy.
A preliminary estimate reveals $3.1 billion from winter’s freeze.
The strawberry and blueberry industries were the hardest hit, according to the report. The former suffered an estimated production loss of approximately 80 percent of the remaining harvest, which roughly translates into $306.9 million in losses.
As far as blueberries are concerned, the extreme cold killed floral buds, led to dropped fruit, and caused plant limbs to break under the weight of cold protection. Growers reported the freeze will not only affect this year’s harvest, but harvests for years to come, the FDACS notes.
Estimated production losses in the Florida blueberry industry preliminarily total 90 percent of the crop, translating to freeze damage valued at approximately $78.5 million.
Meanwhile, citrus, the Sunshine State’s most important crop, suffered the loss of 15 percent of its trees due to freeze damage, along with a huge financial blow estimated at $675 million.
The grand total encompasses tree and infrastructure damage, estimated at $327 million and $41.5 million, respectively, as well as total losses for damaged fruit totalling $85.2 million.
The FDACS report also includes a freeze-damage forecast, with losses calculated at $220.5 million.
The industry will face an average annual loss in productivity of 27 percent that will persist for several years before returning to pre-storm production, the state agency explains.
“It is estimated that 80 percent of the total acres of citrus in Florida were significantly affected by the freeze damage,” the report continued.
As a big vegetable producer, Florida also experienced great freeze losses in commodities such as snap beans, bell peppers, eggplants, artichokes, broccoli, and leafy greens, among others. The FDACS calculates that losses in this category amount to $554.6 million.
Tomato and bell pepper producers lost 80 percent of their crops right before the middle of the season, resulting in $164 million and $108 million in losses, respectively. Sweet corn losses, meanwhile, amount to $255 million and potatoes to $79.1 million.
Watermelons were also affected, with an estimated 33 percent production loss. With the entire growing season still ahead, the state agency estimated a financial blow of $65.4 million.
Florida is also a major sugarcane producer, with an industry worth $1.6 billion in 2025. The sector suffered a significant blow, as freeze damage will not only affect the current season crop, but those to come. Estimated production losses total 35 percent and are valued at $1.65 billion, with current-season losses of $576 million.
By Charlie Fabricant ALC Corporate
Although professional drivers have long recognized the importance of fuel efficiency, the growth of personal electric vehicles has introduced the general public to the concept of aerodynamic drag. A.K.A, the force caused by air when a moving object goes through it to slow it down. Measured in drag coefficient (Cd), the lower this number is, the less resistance an object faces when moving through wind.
As we recently saw in long-distance speed skating at the Winter Olympics, aerodynamic drag played a role in determining the gold, silver, and bronze winners. Just as humans are, vehicles are also affected by aerodynamics. Many new EVs brag about their extremely low drag coefficients (Cd), which hover around 0.2, and even the worst passenger EVs and electric pickups average around 0.35 Cd. However, even with the aerodynamic improvements manufacturers have made since it became a focus in the 1970s, class 8 tractor-trailers average around 0.65Cd. Now, I just threw some meaningless numbers at you, so let’s make this the fun kind of math, the type that saves you money (and carbon emissions).
Aerodynamic drag increases as the square of speed, meaning that as your speed doubles, your drag force increases by 4x (and the power required to move increases by 8x). All of this to say, aerodynamics play a critical role in fuel economy, and fighting drag accounts for approximately 65% of fuel consumption at highway speed. Now comes the previously-mentioned “fun” part. EPA’s SmartWay reports that a fully-optimized truck-trailer combo can achieve fuel reduction benefits up to 20% through a combination of largely low-cost aerodynamic upgrades. Not only that, but as these technologies have matured, the barrier to entry has dropped; roof fairings, gap reducers, and trailer side skirts are now estimated to pay themselves off within 12 months and offer up to 12% fuel efficiency improvements alone. Maintenance concerns have also been alleviated due to modern kits’ increased durability and flexibility. Obviously, the payback period is subject to local diesel prices and average driving speed, but with operational costs on the rise, where fuel represents 20-30% of total expenses, fuel efficiency improvements provide substantial savings even when diesel is “cheap.” Just to play with a little thought experiment (assuming $4 diesel), a long-haul truck running 110,000 miles a year will save approximately $4,000 – $6,000 in fuel costs for $5,000 in truck optimization, and remember, that upfront cost only exists for the first year. For a fleet of 10 trucks, that adds up to $50,000 straight to your bottom line every year after the first.
More so than we have seen in the previous few years, shippers are reprioritizing resilient business partners, as sustained tough conditions have caused many logistics companies to shutter in the post-COVID market. Additionally, ESG requirements continue to expand. With new regulations like California’s SB 253 requiring large organizations to report their entire value chain’s carbon footprint, carriers with high-efficiency equipment aren’t just saving money; they are becoming the ‘preferred capacity’ for the nation’s largest shippers. Aerodynamic upgrades provide an opportunity to combat rising operational costs while future-proofing equipment to meet ever-expanding emissions standards. If you’re a shipper looking for low-cost ways to improve your sustainability ratings or a carrier looking to optimize your margins and thrive in the years ahead, aerodynamic upgrades may be for you!
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Charlie Fabricant graduated from Vanderbilt University in 2021 with a double major in Economics and Human & Organizational Development with a minor in Environmental Sustainability. He joined the Nashville office as an undergraduate intern in 2021 and became a transportation broker along with the company’s Environmental, Social, and Governance (ESG) coordinator. In 2024, he was promoted to ESG programs manager.
charlie.fabricant@allenlund.co
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ALLEN LUND COMPANY, TRANSPORTATION BROKERS, LOOKING FOR REEFER CARRIERS: 1-800-404-5863.