Average Load Length Drops 21% Since 2024 as Intermodal Takes Long Haul

Why are truckload haul lengths shrinking?

Average outbound haul length in the domestic truckload market has dropped from approximately 607 miles in June 2024 to just above 500 miles in early June 2026, a 21% decline. Eleven percent of that drop occurred over the past year alone, making it a fairly linear trend rather than a seasonal blip.

The shrinkage matters because longer loads occupy more capacity. A Los Angeles-to-Chicago run covers roughly 2,000 miles and ties up a truck for three to four days. An Atlanta-to-Nashville move covers around 250 miles and occupies roughly half a day, depending on loading and unloading times. Shorter hauls should free up capacity as trucks cycle more frequently, yet tender rejections sit above 17% (multi-year highs) and spot rates are surging across all three main trailer types, even as demand is up approximately 10 to 15% year-over-year in early June.

The data suggests one driver of deteriorating load lengths is the loss of share to railroads in the form of intermodal. Intermodal holds a strong cost advantage over trucking on longer transcontinental lanes but struggles to compete on shorter distances. Loaded international container volumes were up approximately 11% year-over-year last week, while domestic container volumes were up 14%.

How much cheaper is intermodal than truckload right now?

Intermodal contract savings averaged between 10% and 20% in 2024 and 2025, but that gap has widened rapidly this year as truckload rates have climbed. Intermodal pricing is closely tied to truckload, as railroads and carriers won't leave money on the table. Rates are expected to rise for intermodal this year, but not enough to push loads back to trucking.

The deciding factor for whether a load moves by intermodal or truck is service. Intermodal has a cost advantage, but service favors trucking due to its ability to move directly in and out of shipper facilities with fewer touchpoints. Shippers have had ample time to move freight domestically in recent years, as internationally sourced freight has been disrupted by growing global tensions. Houthi attacks in the Red Sea have altered shipping lanes for multiple years, disrupting service patterns. Unpredictable U.S. trade policy has also led many companies to import goods well ahead of expected demand. This just-in-case inventory strategy favors rail, since the extended lead time makes slower transit acceptable.

What's driving the short-haul surge?

That dynamic has shifted in recent months. Inventory levels are now being managed just above replenishment as inventory carrying costs have surged, according to the Logistics Managers' Index, which surveys hundreds of supply chain managers across a broad range of businesses. Interestingly, this shift has not pushed load lengths higher. Imports have remained low relative to the previous two years, and most of the demand fueling the truckload market has come from moves under 250 miles, pushing carriers toward a more regionalized approach.

The recent trend of shrinking load lengths is therefore less about modal shift alone and more about a disproportionate growth in short-distance moves. Most of the retail freight that dominates the fourth quarter arrives via ship in August and September. A last-minute import flood could strain transportation networks later in 2026, but it is unlikely to persist, as supply chains have been permanently altered to some degree.

What this means for a 5-truck fleet

Shorter hauls mean faster truck turns and more frequent settlement cycles, but they also mean more time spent loading, unloading, and repositioning. A carrier running 500-mile average hauls can complete more loads per week than one running 2,000-mile transcontinental runs, but margin per load shrinks when fuel, tolls, and detention eat a larger share of revenue on short moves.

The shift also concentrates competition in regional lanes. If long-haul freight continues migrating to intermodal, small fleets will find themselves competing for the same sub-250-mile moves that already dominate current demand. That explains why tender rejections remain elevated despite shorter average hauls theoretically freeing up capacity: the capacity is cycling faster, but it's chasing a narrower set of lanes.

Watch import volumes in August and September. If retail freight arrives late and shippers scramble for transcontinental capacity, long-haul spot rates could spike beyond current levels. If imports stay muted and short-haul demand holds, expect regional lane rates to stay firm while intermodal continues to pull long-haul freight off the truckload market.