The US refrigerated truckload market remains tight. As of October 20, the national reefer tender rejection rate stood at about 21.44%, meaning roughly one in five temperature-controlled loads is being turned down by carriers—well above the broader truckload market.
What Happened
Reefer rejections peaked at 22.13% on September 17, briefly dipped to 20.89% on September 24, and have since held near 21%. The overall truckload rejection rate has hovered between 13% and 14% since August, reaching 13.9% on October 20, while the volume index slipped about 2% week over week, indicating softer demand without meaningful rate relief.
Geographically, the tightest conditions are concentrated in the Pacific Northwest and parts of the Midwest. Industry sources attribute the pressure to fall harvest commodities—apples, potatoes, and onions moving out of the Pacific Northwest—and poultry and other protein products shipping from South Dakota, Iowa, and nearby states ahead of Thanksgiving demand.
On rates, refrigerated spot rates are up about 28% year-to-date, while reefer contract rates have risen about 9%, outpacing the broader market. Diesel costs weigh heavily on reefer economics because refrigeration units must run continuously, even when trailers are empty or parked.
Background
Reefer transport is highly seasonal. The fall harvest brings a surge in produce shipments, and once temperatures drop below freezing, reefer equipment is also needed to protect temperature-sensitive freight from freezing—demand that typically extends into the first quarter. As a result, tight reefer capacity is not a short-term phenomenon, and carriers retain leverage to be selective even when overall volumes are soft.
Impact on Shippers
For Chinese exporters and cross-border e-commerce sellers shipping to the US, the reefer market mainly affects US domestic last-mile delivery. For temperature-controlled categories such as food, certain health products, and perishable-related goods, higher rejection rates can lead to appointment delays and longer delivery times, especially during peak season.
On cost, refrigerated spot rates are up nearly 30% year-to-date and contract rates are also rising, adding pressure on US inland transportation for temperature-controlled cargo. Customs clearance itself is not directly affected by the reefer truckload market, but last-mile delays can increase overseas warehouse storage occupancy and detention costs, so shippers should budget accordingly.
Recommendations
Shippers of temperature-controlled goods should plan US last-mile capacity in advance, lock in contract rates or line up backup carriers before the Thanksgiving and winter freeze-protection peak, and consider pre-positioning inventory in overseas warehouses to shorten final-mile distances. They should also verify cargo temperature requirements against carrier equipment capabilities to avoid rejections or delays caused by equipment mismatches.