What podcasters are saying about Shipping, trucking & logistics

Summary

In the past 30 days, 8 speakers on 7 finance podcasts discussed Shipping, trucking & logistics in 12 views. Chorus has followed Shipping, trucking & logistics since October 6, 2026.

Who talks about it most

• J Mintzmyer · 4
• Craig Fuller · 2
• Joel Salatin · 1
• Rebecca Babin · 1
• Daan Struyven · 1
• Matt Smith · 1
• David Weck · 1
• Jeff Snider · 1

The latest views

Newest first. Every quote is checked against the episode's transcript.

• Craig Fuller · FreightWaves

  Railroads are attractive AI-adjacent holdings, hauling data center materials with a non-AI business.

  Craig says the commodities and equipment needed for AI data center build-outs have to be railroaded across the country, and grid upgrades also move by rail. Railroads are among the biggest beneficiaries, and they have a real business that isn't dependent on AI, which makes them an attractive way to invest in the AI build-out.

  “if you wanna invest in an AI stock and benefit from the AI data center build out, the railroads are fantastic positions to own because first of all, there's a real business there that isn't dependent upon AI.”at 30:17

  Thoughtful Money: "No Signs Of The A.I. Party Slowing Down" | Craig Fuller · October 27, 2026

• Craig Fuller · FreightWaves

  Immigration crackdown is cutting trucking driver supply, the biggest factor in his industry's capacity.

  Craig says the main driver of higher transport prices is truck capacity, which depends on drivers rather than diesel. Past waves of recruiting, including legal and then undocumented immigrant workers, filled driving roles for a decade. Government crackdowns, tighter hiring restrictions, and insurer and court actions are now removing that labor pool, and no new drivers are entering the industry. He calls this the biggest change in his industry in decades and expects it to persist regardless of who holds office, because large trucking companies want tighter restrictions.

  “That is a major factor. It is probably the most important factor in my industry”at 43:14

  Thoughtful Money: "No Signs Of The A.I. Party Slowing Down" | Craig Fuller · October 27, 2026

• Joel Salatin · Polyface Farm

  Parcel delivery now makes direct-to-consumer farm food shipping cheaper than urban farmers' markets.

  Salatin says distribution logistics have fallen substantially in cost while bricks-and-mortar retail costs have risen. His farm in rural Virginia can now ship four dozen eggs to any US city more cheaply than they sell at a city farmers' market. He ties this to urban cost pressures such as high taxes and city dysfunction, which raise the cost of doing business. He calls it a new opportunity for independent farmers: if a farm can get onto a UPS or FedEx truck, its addressable market is national. He says this has only become possible in the last decade.

  “We can now ship four dozen eggs to any city in The US cheaper than they can buy them at farmer's market.”at 49:12

  Wealthion: Where Joel Salatin Would Invest $1 Million in Agriculture · October 27, 2026

• Rebecca Babin · CIBC Private Wealth

  Lifting tanker sanctions would ease freight rates only marginally; the aging fleet is no silver bullet.

  About 13 to 15% of the global VLCC fleet is sanctioned. Removing sanctions on some carriers could, on the margin, relieve strain in the tanker market and freight rates. However, the sanctioned vessels are around 20 years old, need repairs, and some are already used by shadow fleets. It won't hurt, but it won't solve the problem, which is a system held together by band-aids.

  “removing sanctions on some of those carriers could, on the margin, help relieve this strain, in the tanker market and get a little bit of relief on these freight rates. But I don't think it's necessarily this kind of silver bullet that's going to really solve this problem.”at 26:07

  Bloomberg Surveillance: Bloomberg Surveillance TV: October 23rd, 2026 · October 23, 2026

• Daan Struyven · Goldman Sachs

  Crude freight rates rose $20/bbl, mostly from rerouting and risk premia; consumers ultimately pay.

  The global average crude freight rate has risen about $20 per barrel over the past year. About three quarters of that comes from reorganizing supply chains to move crude out of the Middle East, including a risk premium for shipping attacks, inefficient ship-to-ship transfers that tie up tankers, and Iranian tankers sidelined by the US blockade. The remaining quarter reflects higher marine fuel costs. This creates wider regional crude price differentials, with cheaper crude in Asia, where refiners are far from producers, and higher costs for Middle Eastern supply. Freight costs ultimately fall on consumers, which helps explain elevated pump prices in Asia. Spillovers to broader cargo freight are limited, since the tightness is mainly in oil tankers.

  “So the global average crude freight rate has surged by $20 per barrel over the last year with about three quarters of that increase related to the costs from reorganizing the supply chain to get crude out of the Middle East”at 5:48

  Goldman Sachs Exchanges: Why Oil Prices Are Surging Despite Recovering Supply · October 23, 2026

• Matt Smith · Kpler

  Ship owners will keep running Hormuz for the cash, so tanker traffic won't collapse even as tensions rise.

  Smith disagrees with the view that ship owners will flee the Gulf if conflict resumes. He sees risk-reward working in favour of running the strait: the financial benefit is so large that owners are willing to take the risk. Ship owners are therefore likely to keep moving ships through the region even with rising danger.

  “I don't think we do. I think it's the opposite. I think it's that risk reward that we're seeing exactly happening now that they're just willing to go for it because there's so much benefit in terms of cash.”at 39:34

  CNBC Power Lunch: Tech Earnings Reaction, Q3 All-America Survey, Hormuz Chokepoint Check 10/22/26 · October 22, 2026

• David Weck · Vortexa

  Tanker freight has jumped from $2-3 to $20-30 a barrel, lifting delivered crude costs and inflation.

  Weck says shipping a barrel of crude from the US to Europe or from the Middle East to Asia historically cost about $2-3. It now costs roughly $20-30 per barrel, a completely different level. He says the very tight freight market is driving up delivered oil costs and contributing to inflation. He is skeptical that relaxing sanctions on old shadow-fleet supertankers will bring down costs much. Market players are not relying on such waivers, given how often policies change, and nobody picked up the earlier Iranian export waiver outside China.

  “Historically, shipping a barrel of crude from The US to Europe or even from The Middle East to Asia very roughly was $2 to $3 per barrel. Now we're talking about [$20 to $30] dollars per barrel.”at 17:44

  CNBC Power Lunch: Cracks in the AI Trade, Tech Earnings Preview, Surging Airfares 10/20/26 · October 20, 2026

• Jeff Snider · Atlas Financial

  Longer voyages and rerouting reduce effective tanker supply, making crude shipping costlier even as flows recover.

  Snider says Hormuz oil flows are back near prewar levels, but restoring volume is not the same as restoring the old system. Gulf producers are using ship-to-ship transfers, alternative loading points and longer routes, which require more vessels, time, coordination, insurance and money. Tankers committed to these operations are unavailable for other routes, so shipping crude becomes more expensive everywhere. The key measure is ton-miles: when voyages get longer, each tanker is occupied for more time, which reduces the effective fleet even if the number of ships has not changed. Freight insurance and financing costs rise across the market, so the quoted benchmark price, such as WTI or Brent, can fall while delivered costs stay elevated. The barrel may be cheaper, but moving it is not.

  “If the voyage becomes longer, the same tanker is occupied for more time. That effectively reduces the available shipping fleet even if the number of ships hasn't changed.”at 5:27

  Eurodollar University: Oil CEOs Just Issued a Really Grim Warning · October 9, 2026

• J Mintzmyer · Value Investor's Edge

  Tanker fundamentals were strong before the war: record-low orderbook, oldest fleet, rising ton-mile demand.

  Before the conflict, the tanker market already had generationally low forward supply and the oldest fleet in modern history. Demand was rising because trade routes were getting longer. US exports now go largely to Asia, more than double the distance of Middle East Gulf routes. Shipping measures demand in ton-miles, and those were rising. Rates were already strong entering 2026 before any missiles flew.

  “We had generationally low forward supply. The fleet was the oldest it had been in modern history, and we had promising demand trend shifts.”at 5:18

  Monetary Matters: The Most Extreme Shipping Market in History, Explained | J Mintzmyer on Why Oil Tanker Rates Are Up 25x and Why It Can’t Last (and Why Dry Bulk, not Tankers, is the Next Shipping Boom) · October 6, 2026

• J Mintzmyer · Value Investor's Edge

  Product tanker rates are a far-below-parity catch-up trade and are now surging.

  Mintzmyer expected the gap between crude and product tanker rates to close, but product rates first pulled back and stabilised faster because product tankers were more evenly spread across routes. China's cut in product exports reduced demand. In the last week, product tanker rates began to rise sharply. He sees them as a catch-up trade, still far below where they should be relative to crude.

  “finally, the thesis is working and product tanker rates are hockey sticking right now. ... I think a catch up trade for product tanker rates, I think, far below where they should be in in parity.”at 24:24

  Monetary Matters: The Most Extreme Shipping Market in History, Explained | J Mintzmyer on Why Oil Tanker Rates Are Up 25x and Why It Can’t Last (and Why Dry Bulk, not Tankers, is the Next Shipping Boom) · October 6, 2026

• J Mintzmyer · Value Investor's Edge

  Crude tanker rates are unsustainable and likely to collapse within days or weeks.

  Spot VLCC rates of about $1M to $1.2M a day are far above normal levels of around $20K to $40K a day. Rates at these levels are not sustainable under basic supply and demand logic. Ships are only earning them because they are trapped or repositioning into windows when the Strait looks open, and owners avoiding Hormuz limit willing tonnage. If the Strait reopens fully, a 95% fall is possible. Mintzmyer expects the rate spike to last days or weeks, not months.

  “The rates at these levels are not sustainable by any form of just common sense supply demand and commodity markets. We might see a few weeks. There could be a few days. I do not think we will see months.”at 30:52

  Monetary Matters: The Most Extreme Shipping Market in History, Explained | J Mintzmyer on Why Oil Tanker Rates Are Up 25x and Why It Can’t Last (and Why Dry Bulk, not Tankers, is the Next Shipping Boom) · October 6, 2026

• J Mintzmyer · Value Investor's Edge

  Tanker asset values are at records and rich, but justified if rates hold near $150,000 a day.

  Tanker asset values are at all-time highs, above the 2007-2008 peaks. Mintzmyer's model says a ten-year-old VLCC costing $150-200M needs about $150,000 a day for two to three years to justify the investment. One-year charters near $170,000 a day would not do it on their own. Prices are very rich but not insane if rates hold for multiple years.

  “And so assets are very, very rich, Jack, but I don't think they're insane.”at 31:56

  Monetary Matters: The Most Extreme Shipping Market in History, Explained | J Mintzmyer on Why Oil Tanker Rates Are Up 25x and Why It Can’t Last (and Why Dry Bulk, not Tankers, is the Next Shipping Boom) · October 6, 2026