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レポート概要
| 本調査資料は、北米の長距離輸送市場について調査し、イントロダクション、調査手法、エグゼクティブサマリー、市場洞察＆動向、目的地別分析、国別分析、エンドユーザー別分析、競争状況、市場の将来などを徹底分析したものです。 |
Due to COVID – 19, Long-haul movements of international containers decreased at the same time that fleet operations recalibrated to moving essential consumer goods from local and regional warehouses to retail establishments, While the pandemic decreased trip lengths overall. The United States trucking business is becoming more short-haul-oriented than ever, with capacity and freight demand shifting away from longer-haul, one-way truck lanes as the coronavirus disease 2019 (COVID-19) pandemic and recession reshape the transportation landscape. During March and early April 2020, the number of long-haul trips of more than 1,000 miles dropped by 10 percentage points to 22.7% once the COVID-19 shuttered businesses in the United States.
According to Industry survey, In United States, Average Length of Haul Before and During Pandemic (Long-Haul (1,000+ miles per trip)) was 32.7% and 22.7%.
Acording to industry reports, short-haul or local trucking employment is recovering much more quickly from the COVID-19 pandemic-driven recession than long-haul truckload employment.
Local trucking employment increased 1.1% year over year to 268,700 jobs in January 2021, while long-haul truckload employment was down 3.8% , falling to 499,900 jobs, largely truck drivers.
In contrast, the PPI (BLS Producer Price Index (PPI)) for long-haul truckload business rose 9.6 %year over year in February 2021 , after climbing 9.8% in January 2021 . The long-haul LTL PPI rose 2.9% year over year in February 2021, accelerating from a 1.5% annualized increase in January 2021.
In United States, A fundamental shift in the market occurred in October 2019 when for the first time all year, longhaul freight volumes grew faster than local volumes year-over-year. That trend has become stronger in early 2020 with loads moving greater than 800 miles have averaged over 10% higher y/y since the start of the year.
Long haul volumes are more disruptive to the balance of supply of trucks the United States as trucks spend more time on the road with less availability to pick up freight. In addition to occupying more time to move, long haul freight redistributes trucks across the country.
Key Market Trends
Growing automotive market in the region
The increasing focus on reducing vehicular emissions has shifted the focus of the automotive industry toward electric vehicles, which is driving the automotive market. With the growing environmental concerns, governments and environmental agencies are enacting stringent emission norms and laws that may increase the manufacturing cost of electric drive trains and fuel-efficient diesel engines in the coming years.
The new United States-Mexico-Canada Agreement (USMCA) is one development that could bring both challenges and opportunities for American carmakers and their global supply chains.
While NAFTA originally required automakers to use 62.5% of North American-made parts in their cars to be imported duty-free, the new agreement gradually raises the bar to 75% by 2023, which will incentivize automakers to increase the amount of North American parts they use in their cars and light trucks.
The USMCA also mandates that automakers manufacture 40% of their motor vehicles in facilities where assembly workers are earning at least USD 16 an hour. While average wages are even higher than that for auto assembly workers in Canada and the U.S., they are not in Mexico, where several U.S. automakers have shifted production in recent years to take advantage of the lower costs.
The role of incentives and mandates is key for the high demand for electric vehicles. Several incentives are being provided by the governments to encourage the sales of electric vehicles, as all these countries are focusing on reducing their vehicle emissions. Some of them are:
In the United States, the EPA and NHTSA have proposed the implementation of the Safer Affordable Fuel-Efficient (SAFE) vehicles rule to be implemented from 2021 to 2026. The rule may set the standards for corporate average fuel economy and greenhouse gas emissions for passenger and light commercial vehicles. The Zero-Emission Vehicles (ZEV) Program requires OEMs to sell specific numbers of clean and zero-emission vehicles (electric, hybrid, and fuel cell-powered commercial and passenger vehicles). The ZEV plan aims at putting 12 million ZEVs on road by 2030.
However, the COVID-19 pandemic issue across the world and the implementation of the United States-Mexico-Canada (USMCA) trade agreement in 2020 are few crucial factors that are likely to hinder the market growth in the coming years.
Among the countries in the region, Mexico has emerged as one of the largest auto manufacturing hubs, as automakers from the United States have established their production facilities there, owing to the many incentives offered by Mexico, such as low production costs and low tariffs.
Growing Cross-border trades from United States
More than 50% of freight to North America from the United States is carried through trucks.
The freight demand is expected to proliferate in the future. The total weight of shipments transported domestically by all modes is expected to reach 20,940 million metric ton by 2045, out of which 14,235 million metric ton is expected to be transported by trucks.
The Canada Border Service Agency (CBSA) said that 88,290 truck drivers entered Canada from its land border crossings with the United States from March 23 to 29, 2020. During the same week in 2019, 115,239 truckers entered Canada.
Border crossings are potential bottlenecks in the freight transportation network. The Federal Highway Administration monitors truck crossing times at 15 designated truck-lanes at US-Canada border crossings. The United States Department of Transportation, in partnership with the Texas Department of Transportation, also measures transit times from Mexico to the United States at the Bridge of the Americas and the Pharr-Reynosa International Bridge.
Competitive Landscape
The Market is Fragmend with large number of players The trucking industry is currently marked by high levels of competition as each player tries to position themselves as the best service provider in terms of efficiency, effectiveness, and value for money. Niches and sub-niches are developing within the sector with a view to increasing the competitive advantages of each individual player.
The trucking industry has survived many crises and many changes. There is nothing to suggest that the current challenges facing the industry are going to break it. On the contrary, it seems that major industry players such as Knight-Swift are taking advantage of the opportunities that come their way
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1 INTRODUCTION
1.1 Study Assumptions and Market Definition
1.2 Scope of the Study
2 RESEARCH METHODOLOGY
3 EXECUTIVE SUMMARY
4 MARKET INSIGHTS AND DYNAMICS
4.1 Market Overview
4.2 Market Dynamics
4.2.1 Market Drivers
4.2.2 Market Restraints
4.2.3 Market Opportunities
4.3 Value Chain / Supply Chain Analysis
4.4 Porters 5 Force Analysis
4.4.1 Threat of New Entrants
4.4.2 Bargaining Power of Buyers/Consumers
4.4.3 Bargaining Power of Suppliers
4.4.4 Threat of Substitute Products
4.4.5 Intensity of Competitive Rivalry
4.5 Technological Advancements
4.6 Government Regulations and Initiatives
4.7 Insights on Intermodal
4.8 Demand and Supply Analysis (Trucks, Drivers, Labor, etc.)
4.9 Insights on Freight rates
4.10 Impact of COVID-19 on the market
5 MARKET SEGMENTATION (Market Size by Value)
5.1 By Destination
5.1.1 Domestic
5.1.2 Cross-Border
5.2 By Country
5.2.1 United States
5.2.2 Canada
5.2.3 Mexico
5.3 By End-User
5.3.1 Manufacturing and Automotive
5.3.2 Oil and Gas, Mining, and Quarrying
5.3.3 Agriculture, Fishing, and Forestry
5.3.4 Construction
5.3.5 Distributive Trade (wholesale and retail trade)
5.3.6 Pharmaceutical and Healthcare
5.3.7 Other End Users (Telecommunications, etc.)
6 COMPETITIVE LANDSCAPE
6.1 Overview
6.2 Company Profiles
6.2.1 Knight-Swift Transportation Holdings Inc
6.2.2 Schneider National
6.2.3 J.B. Hunt Transport Services
6.2.4 Landstar System
6.2.5 TFI International
6.2.6 Bison Transport Inc
6.2.7 TransX Group of Companies
6.2.8 YRC Freight
6.2.9 XPO Logistics
6.2.10 Werner Enterprises
7 FUTURE OF THE MARKET
8 APPENDIX