Trucking’s Big Shake-Up: Could the CDL Crackdown Finally Bring Better Freight Rates?

What if trucking rates started climbing not because America suddenly needed more freight moved, but because fewer trucks were competing for the loads?

That’s the possibility being discussed by Knight-Swift Transportation CEO Adam Miller. His message is getting attention across the trucking industry: tougher CDL enforcement, stricter broker requirements, cargo theft concerns, and rising legal risks could help create a longer-lasting trucking recovery.

Translation? The industry may be changing the rules of the game. And depending on whether you’re an owner-operator, a company driver, a broker, or a shipper, that change could look like an opportunity—or another headache with wheels.

The Big Number: Knight-Swift Cut Its Approved Carrier Pool by 70%

At the WEX OTR Summit in Jacksonville, Florida, Miller said Knight-Swift had reduced the number of approved carriers in its brokerage network by approximately 70% over two years.

Why? The company has become more selective about the trucking businesses it trusts with freight. According to Miller, concerns include organized cargo theft, highway safety, carrier operating history, insurance coverage, and potential legal liability.

Knight-Swift also requires carriers in its brokerage network to have been operating for at least one year, according to Miller.

That doesn’t mean every new trucking company is unsafe. It means brokers are taking a harder look at who gets access to their customers’ freight—and some may decide that a longer operating history is worth more than the cheapest available rate.

How Could a CDL Crackdown Help Freight Rates?

Think of trucking capacity like a parking lot. When there are too many trucks chasing too few loads, carriers compete on price. Rates get squeezed, and everybody starts wondering how much longer they can keep running for what the broker is offering.

But when trucks leave the market—or can no longer qualify for certain work—the competition changes.

• Less available capacity: Fewer eligible trucks competing for loads could give qualified carriers more negotiating power.


• Stronger carrier screening: Brokers may favor established companies with solid documentation, insurance, and safety-management practices.


• More pressure on compliance: Companies that ignore requirements could lose access to freight opportunities.


• Potentially firmer rates: If capacity remains tight, carriers may have a better chance of recovering operating costs.

Miller’s argument is that a recovery driven by tighter capacity could last longer than one fueled by a temporary jump in freight demand.

But let's keep our boots on the ground: this is a possible outcome, not a guarantee that every trucking company will see better rates or bigger paychecks.

The Other Side: Small Carriers Could Get Squeezed

Here’s where the story gets complicated.

Large, established fleets may be better positioned to meet tougher broker requirements. Smaller carriers and brand-new trucking businesses may have less operating history, fewer customer relationships, and fewer options when one broker says no.

For an owner-operator relying heavily on the spot market, losing access to even a few freight sources can hurt. A

And stricter screening doesn’t automatically mean every rejected carrier is unsafe. Companies may have different standards, risk tolerances, and business needs. A carrier could be legitimate and still fail to meet a particular broker’s requirements.

The practical lesson: build relationships before you desperately need a load, keep your records current, and understand what each broker expects before counting on its freight.

Cargo Theft and Lawsuits Are Changing the Conversation

Miller also pointed to organized cargo theft and potential broker liability as reasons for stronger vetting.

Freight brokers connect shippers with motor carriers. When a carrier is involved in a serious crash or a shipment is stolen, questions can arise about how that carrier was selected and whether reasonable checks were performed.

Miller argued that legal exposure could encourage brokers to examine safety information, operating history, and insurance more closely. He also warned that maintaining the same insurance limits could become substantially more expensive for brokers if insurance costs rise.

One important detail: safety data, including information associated with the Federal Motor Carrier Safety Administration’s Compliance, Safety, Accountability program, should be reviewed in context. No single score tells the entire story of a carrier’s safety performance.

Will This Create a Lasting Trucking Recovery?

Maybe—but there are several moving parts.

If enforcement stays consistent, broker screening remains strict, and trucking capacity continues to tighten, qualified carriers could benefit from improved pricing. But if freight demand weakens, fuel and insurance costs climb, or available capacity returns quickly, the recovery could lose steam.

And even when freight rates improve, that doesn’t guarantee every driver gets a raise. Company-driver pay, owner-operator expenses, contract terms, deadhead miles, and equipment costs all affect what actually ends up in someone’s pocket.

The Bottom Line

The trucking industry may be moving toward a market where compliance, operating history, and trust matter more than simply offering the lowest price.

For qualified carriers, that could open doors. For newer and smaller businesses, it could mean working harder to prove they belong in the game.

And for drivers watching the freight market, remember this: a better rate environment is encouraging, but a healthy business still needs good customers, controlled expenses, and a plan for the next downturn.

What do you think? Will stricter CDL enforcement and tougher broker screening help trucking recover—or will they make it harder for small carriers to survive? Share your take in the comments.

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News background: FreightWaves, “Knight-Swift CEO says CDL crackdown could fuel lasting trucking recovery,” published October 27, 2026.