United States US: Total Inland Freight Transport: %: Road data was reported at 55.907 % in 2021. This records a decrease from the previous number of 57.139 % for 2020. United States US: Total Inland Freight Transport: %: Road data is updated yearly, averaging 50.455 % from Dec 1994 (Median) to 2021, with 28 observations. The data reached an all-time high of 57.139 % in 2020 and a record low of 43.979 % in 2011. United States US: Total Inland Freight Transport: %: Road data remains active status in CEIC and is reported by Organisation for Economic Co-operation and Development. The data is categorized under Global Database’s United States – Table US.OECD.ITF: Freight Transport by Mode of Transport: OECD Member: Annual. [COVERAGE] Road freight transport is any movement of goods using a road vehicle on a given road network. When a road vehicle is being carried on another vehicle, only the movement of the carrying vehicle (active mode) is considered. TOTAL INLAND FREIGHT TRANSPORT Rail freight transport is any movement of goods using a railway vehicle or a given railway network. When a railway is being carries on another rail vehicle only the movement of the carrying vehicle (active mode) is being considered. Inland waterways freight transport is any movement of goods using IWT vessels which is undertaken wholly or partly on navigable inland waterways. Bunkers and stores supplied to vessels in ports are excluded. When an IWT vessel is being carried on another vehicle, only the movement of the carrying vehicle (active mode) is taken into account. [COVERAGE] TOTAL INLAND FREIGHT TRANSPORT Between 2006 and 2009, the decrease in rail freight transport was due to the impact of the recession. Between 2014 and 2016, the decrease in rail freight transport was due mainly to a large drop in costal shipments by rail. Inland waterways freight transport includes domestic lakewise shipments and 60% of foreign lakewise shipments. [STAT_CONC_DEF] Since 2012, road freight transport is regularly revised following improvements to the Freight Analysis Framework tool.

The trucking industry has experienced significant fluctuations driven by various economic and geopolitical factors. Surging consumer spending and rising disposable income levels through the beginning of the period heightened demand for trucking services as vendors required the transport of larger volumes of goods. The surge in demand drove significant revenue increases and attracted new entrants into the market. The industry faced challenges due to soaring inflation, prompting the Federal Reserve to implement tighter monetary policies, subsequently slowing down manufacturing activity and shipment volumes. The growth in e-commerce further transformed logistics and supply chain management, with large shipments often necessitating full-load transport. Revenue is expected to increase at a CAGR of 6.0% to $253.5 billion through the end of 2024, including growth of 1.2% in 2024 alone. Economic pressures and subdued consumer spending maintain a hold over the industry, causing a slow recovery from a freight recession seen through 2023. Companies are navigating the challenging spot market influenced by lingering overcapacity problems, resulting in renegotiated contract terms. Investment in technology has improved operational efficiencies, yet smaller carriers are struggling to keep pace in a market dominated by larger enterprises with stable cash flows. While there are signs of recovery, including stabilizing spot rates and better alignment of fleet operations to high-priced regional lanes, uncertainties remain, particularly around elevated insurance, maintenance and vehicle costs that are pressuring profit. The trucking industry is poised for gradual but positive growth amid a more stable economic environment. Economic expansion, rising manufacturing and improved retail spending are anticipated to enhance freight volumes, driving demand for trucking services. The industry will face persistent challenges, including the driver shortage and rising wages, yet opportunities remain, particularly in the expansion of manufacturing segments and the potential reshoring of supply chains. Technological advancements, including the development of autonomous vehicles and integration with rail services, are expected to bolster operational efficiencies and fuel savings, particularly for established enterprises. While the outlook is favorable, growth is projected to be more aligned with GDP increases, absent major catalysts that characterized the previous period. Industry revenue is set to expand by a CAGR of 1.7% to an estimated $276.3 billion by the end of 2029.

Graph and download economic data for All Employees, Truck Transportation (CEU4348400001) from Jan 1990 to Jun 2025 about warehousing, trucks, transportation, establishment survey, employment, and USA.

Over the past five years, the specialized long-distance freight trucking industry has managed solid growth despite a challenging and often volatile operating environment. Industry revenue expanded at a 4.2% compound annual growth rate, supported by strong demand in essential sectors such as chemicals, energy, food, and pharmaceuticals, as well as substantial investments in infrastructure and digital innovation. The current-year revenue figure stands at $63.3 billion, representing a 1.2% increase from the prior year, as freight volumes stabilize following a protracted period of pandemic- and recession-induced volatility. Profitability remains a bright spot, with industry profit at 21.8% of revenue in 2025, reflecting the benefits of higher fuel surcharges, ongoing operational efficiencies through automation and sustained contract demand for regulated or temperature-sensitive goods. However, the industry has not been immune to the ripple effects of global events and economic shifts. Recent tariff adjustments, particularly on autos, chemicals and electronics, have disrupted trade flows and led to cost volatility, while weather-related disruptions and regulatory mandates are elevating compliance and insurance costs. Labor shortages and rising interest rates have further challenged operators, raising the price of equipment finance and constraining capacity additions. Within this dynamic landscape, growth has been uneven across product segments. The liquids and gases segment has outperformed, buoyed by higher energy prices and industrial activity, while climate-controlled, waste and specialty segments have held steady owing to their essential and regulatory-driven nature. Conversely, segments tied to consumer goods, automotive and dry bulk have struggled with softer demand and stiffer competition from rail and private fleets. Despite these headwinds, industry consolidation occurs, with strategic M&A activity focused on technology adoption, regulatory expertise and geographic diversity. However, ongoing new entries keep the market highly fragmented, resulting in lower concentration for the industry's top players. Profit is forecast to remain strong, with profit projected at 21.7% of revenue at the end of 2030, as carriers continue to benefit from technology-led efficiencies, a shift toward higher value-added services and resilient demand for essential goods and energy-related cargo. Nonetheless, heightened exposure to fuel market shocks, evolving environmental regulations and further tariff or trade policy changes will require operators to stay agile, invest in fleet modernization and expand risk management capabilities to maintain profitable growth. Industry revenue is expected to rise at a 1.8% compound annual rate over the next five years, reaching $69.1 billion by 2030.

United States US: Total Inland Freight Transport data was reported at 7,447,865.111 Tonne-km mn in 2018. This records an increase from the previous number of 7,224,483.419 Tonne-km mn for 2017. United States US: Total Inland Freight Transport data is updated yearly, averaging 6,363,403.105 Tonne-km mn from Dec 1980 (Median) to 2018, with 39 observations. The data reached an all-time high of 7,447,865.111 Tonne-km mn in 2018 and a record low of 4,248,174.703 Tonne-km mn in 1983. United States US: Total Inland Freight Transport data remains active status in CEIC and is reported by Organisation for Economic Co-operation and Development. The data is categorized under Global Database’s United States – Table US.OECD.ITF: Freight Transport by Mode of Transport: OECD Member: Annual. [STAT_CONC_DEF] Total inland freight transport: any movement of goods using a vehicle on a given network. It includes rail, road, inland waterways and pipeline when they exist. Tonne-kilometre: unit of measurement of goods transport which represents the transport of one tonne of goods over a distance of one kilometre. [STAT_CONC_DEF] Since 2012, road freight transport is regularly revised following improvements to the Freight Analysis Framework tool. [COVERAGE] Data should include national and international goods transport. [COVERAGE] Between 2006 and 2009, there was a decrease in rail freight transport due to the recession. Between 2014 and 2016, there was a decrease in rail freight transport due to the drop in coal shipments. Inland waterways freight includes domestic lakewise shipments and 60 percent of foreign lakewise shipments (to limit double counting with the Canadian data). Since 2012, pipeline transport of oil is assumed to be 60 percent of all pipeline shipments.

In 2020, the total market size of the rail transportation industry in the United States reached over ** billion U.S. dollars. Since 2017, this market has experienced a fluctuating trend around ** billion U.S. dollars, which the coronavirus (COVID-19) pandemic dragged into an economic recession. Projections expect this trend will be reversed in 2021, when the market size is expected to reach some **** billion U.S. dollars.

United States US: Rail Freight Transport: Tonne-km per One Thousand Units of Current USD GDP data was reported at 78.767 Ratio in 2023. This records a decrease from the previous number of 86.982 Ratio for 2022. United States US: Rail Freight Transport: Tonne-km per One Thousand Units of Current USD GDP data is updated yearly, averaging 167.106 Ratio from Dec 1994 (Median) to 2023, with 30 observations. The data reached an all-time high of 251.683 Ratio in 1995 and a record low of 78.767 Ratio in 2023. United States US: Rail Freight Transport: Tonne-km per One Thousand Units of Current USD GDP data remains active status in CEIC and is reported by Organisation for Economic Co-operation and Development. The data is categorized under Global Database’s United States – Table US.OECD.ITF: Freight Transport by Mode of Transport: OECD Member: Annual. [COVERAGE] RAIL FREIGHT TRANSPORT Rail freight transport is any movement of goods using a railway vehicle or a given railway network. When a railway is being carries on another rail vehicle only the movement of the carrying vehicle (active mode) is being considered. [COVERAGE] RAIL FREIGHT TRANSPORT Between 2006 and 2009, the decrease was due to the impact of the recession. Between 2014 and 2016, the decrease was due mainly to a large drop in costal shipments by rail.

United States US: Total Inland Freight Transport: %: Rail data was reported at 36.577 % in 2021. This records an increase from the previous number of 35.448 % for 2020. United States US: Total Inland Freight Transport: %: Rail data is updated yearly, averaging 39.941 % from Dec 1994 (Median) to 2021, with 28 observations. The data reached an all-time high of 46.800 % in 2011 and a record low of 35.448 % in 2020. United States US: Total Inland Freight Transport: %: Rail data remains active status in CEIC and is reported by Organisation for Economic Co-operation and Development. The data is categorized under Global Database’s United States – Table US.OECD.ITF: Freight Transport by Mode of Transport: OECD Member: Annual. [COVERAGE] Rail freight transport is any movement of goods using a railway vehicle or a given railway network. When a railway is being carries on another rail vehicle only the movement of the carrying vehicle (active mode) is being considered. TOTAL INLAND FREIGHT TRANSPORT Road freight transport is any movement of goods using a road vehicle on a given road network. When a road vehicle is being carried on another vehicle, only the movement of the carrying vehicle (active mode) is considered. Inland waterways freight transport is any movement of goods using IWT vessels which is undertaken wholly or partly on navigable inland waterways. Bunkers and stores supplied to vessels in ports are excluded. When an IWT vessel is being carried on another vehicle, only the movement of the carrying vehicle (active mode) is taken into account. [COVERAGE] Between 2006 and 2009, the decrease in rail freight transport was due to the impact of the recession. Between 2014 and 2016, the decrease in rail freight transport was due mainly to a large drop in costal shipments by rail. TOTAL INLAND FREIGHT TRANSPORT Inland waterways freight transport includes domestic lakewise shipments and 60% of foreign lakewise shipments. [STAT_CONC_DEF] TOTAL INLAND FREIGHT TRANSPORT Since 2012, road freight transport is regularly revised following improvements to the Freight Analysis Framework tool.

Toll roads and weigh stations play a vital role in freight traffic and are tied to public-private partnerships (PPPs) involving government infrastructure spending. Government actions, like fiscal stimulus and infrastructure investments, helped the industry avoid revenue drops during times of low demand. During the 2020 lockdowns, commercial vehicles kept running, largely due to ongoing e-commerce demand. This sustained demand led to the continued use of toll roads and weigh stations. Federal funding in 2020 and 2021 encouraged government contracts within PPPs, fostering growth as new projects became operational. Private companies collected tolls during this period, aligning with a rebound in travel and consumption. Federal funding bolstered revenue through 2024, as real tolls charged drivers and collected fees from vehicles. Revenue is expected to increase at a CAGR of 7.7% to $6.8 billion through the end of 2024, including growth of 2.8% in 2024 alone. The 2023 freight recession pressured weigh stations and toll roads, which depend heavily on trucking activity to generate revenue. A decline in freight volumes slowed growth since weigh stations mainly manage cargo and ensure regulatory compliance for commercial vehicles. Still, there's a favorable shift with decreasing inflation and rate cuts improving consumer outlook, uplifting freight traffic towards the end of 2024. This change energizes freight activities, indicating stronger growth toward the year's end. Persistent consumer interest in online shopping is expanding logistics services and increasing truck numbers and toll revenues. Businesses took advantage of rising federal funding at the beginning of the period to expand investment into automation, which included adopting cameras and sensors to better monitor traffic and reduce wage expense, supporting the expansion of profit. Recovering consumption post the 2023 downturn is expected to increase demand for delivered products, enhancing spending at weigh stations and on cargo management. Yet, future federal infrastructure packages remain uncertain. Shifts in congressional control might affect highway investments, causing potential revenue volatility. The Congressional Budget Office projects that highway accounts could go negative by 2028 if federal support decreases, casting doubt on toll roads and weigh stations. Technological advancements, like cameras, sensors and automation, are likely, but the pace might moderate as existing businesses often lack the size and funding needed. Industry revenue is set to expand by a CAGR of 2.2% to an estimated $7.6 billion through the end of 2029.

Amazon.com's annual shipping costs showed a steady increase from 2011 to 2023. In the most recently reported fiscal year, Amazon's shipping costs amounted to 89.5 billion U.S. dollars, up from 83.5 billion U.S. dollars in the previous year. Revenue rise and fall
The increasing shipping costs can be explained by Amazon's rapid growth over the past decade. Although, the road to success has not always been smooth. The general trend from 2015 to 2021 shows that Amazon's net income significantly increased. However, its net income plunged to negative values in 2022, resulting in a net loss of approximately 2.7 billion U.S. dollars. The brand value of the e-commerce giant also took a hit the following year, mainly due to the current market recession and challenging times for tech companies. Nonetheless, its revenue continues to climb, reaching almost 170 billion U.S. dollars in the last quarter of 2023, demonstrating resiliency in times of market uncertainty. Herding the online flock In December 2023, amazon.com recorded a whopping 2.7 billion web visits. The website is most often accessed by direct search, but consumers also arrive via other sites. In fact, approximately 370 million users click to amazon.com from social media platforms. Among social sites, YouTube refers the most consumers to amazon.com. In December 2023, nearly 60 percent of all social media traffic referrals came from the popular video-sharing platform. Facebook was the second-highest source of referrals, followed by Twitter and Reddit. Thus, social media can be a useful tool for reaching potential customers.

This 6MB download is a zip file containing 5 pdf documents and 2 xlsx spreadsheets. Presentation on COVID-19 and the potential impacts on employment

May 2020Waka Kotahi wants to better understand the potential implications of the COVID-19 downturn on the land transport system, particularly the potential impacts on regional economies and communities.

To do this, in May 2020 Waka Kotahi commissioned Martin Jenkins and Infometrics to consider the potential impacts of COVID-19 on New Zealand’s economy and demographics, as these are two key drivers of transport demand. In addition to providing a scan of national and international COVID-19 trends, the research involved modelling the economic impacts of three of the Treasury’s COVID-19 scenarios, to a regional scale, to help us understand where the impacts might be greatest.

Waka Kotahi studied this modelling by comparing the percentage difference in employment forecasts from the Treasury’s three COVID-19 scenarios compared to the business as usual scenario.

The source tables from the modelling (Tables 1-40), and the percentage difference in employment forecasts (Tables 41-43), are available as spreadsheets.

Arataki - potential impacts of COVID-19 Final Report

Employment modelling - interactive dashboard

The modelling produced employment forecasts for each region and district over three time periods – 2021, 2025 and 2031. In May 2020, the forecasts for 2021 carried greater certainty as they reflected the impacts of current events, such as border restrictions, reduction in international visitors and students etc. The 2025 and 2031 forecasts were less certain because of the potential for significant shifts in the socio-economic situation over the intervening years. While these later forecasts were useful in helping to understand the relative scale and duration of potential COVID-19 related impacts around the country, they needed to be treated with care recognising the higher levels of uncertainty.

The May 2020 research suggested that the ‘slow recovery scenario’ (Treasury’s scenario 5) was the most likely due to continuing high levels of uncertainty regarding global efforts to manage the pandemic (and the duration and scale of the resulting economic downturn).

The updates to Arataki V2 were framed around the ‘Slower Recovery Scenario’, as that scenario remained the most closely aligned with the unfolding impacts of COVID-19 in New Zealand and globally at that time.

Find out more about Arataki, our 10-year plan for the land transport system

May 2021The May 2021 update to employment modelling used to inform Arataki Version 2 is now available. Employment modelling dashboard - updated 2021Arataki used the May 2020 information to compare how various regions and industries might be impacted by COVID-19. Almost a year later, it is clear that New Zealand fared better than forecast in May 2020.Waka Kotahi therefore commissioned an update to the projections through a high-level review of:the original projections for 2020/21 against performancethe implications of the most recent global (eg International monetary fund world economic Outlook) and national economic forecasts (eg Treasury half year economic and fiscal update)The treasury updated its scenarios in its December half year fiscal and economic update (HYEFU) and these new scenarios have been used for the revised projections.Considerable uncertainty remains about the potential scale and duration of the COVID-19 downturn, for example with regards to the duration of border restrictions, update of immunisation programmes. The updated analysis provides us with additional information regarding which sectors and parts of the country are likely to be most impacted. We continue to monitor the situation and keep up to date with other cross-Government scenario development and COVID-19 related work. The updated modelling has produced employment forecasts for each region and district over three time periods - 2022, 2025, 2031.The 2022 forecasts carry greater certainty as they reflect the impacts of current events. The 2025 and 2031 forecasts are less certain because of the potential for significant shifts over that time.

Data reuse caveats: as per license.

Additionally, please read / use this data in conjunction with the Infometrics and Martin Jenkins reports, to understand the uncertainties and assumptions involved in modelling the potential impacts of COVID-19.

COVID-19’s effect on industry and regional economic outcomes for NZ Transport Agency [PDF 620 KB]

Data quality statement: while the modelling undertaken is high quality, it represents two point-in-time analyses undertaken during a period of considerable uncertainty. This uncertainty comes from several factors relating to the COVID-19 pandemic, including:

a lack of clarity about the size of the global downturn and how quickly the international economy might recover differing views about the ability of the New Zealand economy to bounce back from the significant job losses that are occurring and how much of a structural change in the economy is required the possibility of a further wave of COVID-19 cases within New Zealand that might require a return to Alert Levels 3 or 4.

While high levels of uncertainty remain around the scale of impacts from the pandemic, particularly in coming years, the modelling is useful in indicating the direction of travel and the relative scale of impacts in different parts of the country.

Data quality caveats: as noted above, there is considerable uncertainty about the potential scale and duration of the COVID-19 downturn. Please treat the specific results of the modelling carefully, particularly in the forecasts to later years (2025, 2031), given the potential for significant shifts in New Zealand's socio-economic situation before then.

As such, please use the modelling results as a guide to the potential scale of the impacts of the downturn in different locations, rather than as a precise assessment of impacts over the coming decade.