Surface Transportation

COMMENTARY

By Debbie Sparks

“ Classification Reimagined” is an industry-driven initiative that has accomplished all its objectives, and then some.

Less-than-truckload( LTL) freight is complex, but the National Motor Freight Traffic Association( NMFTA) has simplified it.

Shipments differ in density, handling, stowability, liability and damage risk, which is why the National Motor Freight Classification( NMFC) exists. A shared, standardized way to describe freight is not optional in LTL; it is foundational. Modernizing the system matters because freight remains complex.

A recent Journal of Commerce commentary( Satish Jindel.“ Pricing failure.” Journal of Commerce, 5 January 2026, p. 66) argued that LTL freight classification is obsolete and proposed replacing it with a parcel-style pricing model based only on dimensions and weight. It also claimed that NMFTA’ s modernization effort, Classification Reimagined, is too incremental to succeed.

That argument ignores what has already been implemented, why the work was intentionally phased, and how extensively the industry has shaped the changes.

Classification Reimagined was born from repeated, concrete feedback from carriers, shippers, brokers and technology providers who cited inconsistent application of the NMFC, unnecessary complexity and barriers to automation. The objective was clear from the start: improve consistency, support digital workflows, implement AI and modernize classification without destabilizing pricing, contracts or operations, and embrace the shift toward density for many items.

Density is now a primary driver for many commodities, aligning class determination with how freight takes space and affects network efficiency. Expanding to 13-sub density scale provides more precision while remaining usable in real-world operations.

Changes are designed for a phased rollout. Classification affects rating engines, contracts, billing, procurement, audits and software. Industry participants asked for phases to avoid operational disruption.

NMFTA has delivered digital-first tools that support automation and reduce manual interpretation. These tools are already live, adopted at the industry’ s request and average 40,000 searches per day.

The commentary argues that classification is irrelevant because carriers can price at will, showing a lack of LTL understanding. Pricing flexibility does not eliminate the need for standardized freight descriptions. The NMFC underpins billing accuracy, dispute resolution, audit consistency and transparency across the shipment lifecycle. Even in a contract market, LTL needs a common language.

The commentary also criticizes modernization for being incomplete, ignoring reality and the industry’ s wishes. A rapid, wholesale rewrite of classification would create confusion, system failures and contract disputes, so industry stakeholders knew that success required a phased approach they could absorb. Incremental implementation is not hesitation— it is how change actually works in LTL.

Notably, the commentary was written without engagement in the Classification Reimagined process. The author did not participate in working sessions or discussions with NMFTA, despite having several opportunities to do so. Criticism is welcome, but it is most credible when grounded in the facts of the program being criticized.

NMFTA has engaged carriers, shippers, brokers, logistics providers and technology companies, receiving consistent feedback. Users report clearer rules, better alignment with actual freight characteristics, reduced ambiguity and improved opportunities for automation. The pace of change has allowed adaptation without disruption.

The commentary assumes LTL could operate like parcel if pricing were based on cube and weight. Dimensional data alone does not capture handling complexity, stowability constraints, liability exposure, hazardous materials or damage risk. Parcel networks work because the freight is relatively uniform. LTL freight is not. Classification exists because those differences materially affect cost and operations.

The commentary also questions the value of NMFTA itself, reflecting a narrow view of NMFTA’ s role. Besides stewarding the NMFC, NMFTA provides essential industry infrastructure, including the Standard Carrier Alpha Code, digital data standards through the Digital Standards Development Council, cybersecurity initiatives and neutral technical forums the industry relies on to solve shared problems.

The future of LTL classification will be shaped by systems that function in real operations, standards that scale and modernization based on actual freight movement. Classification Reimagined is already delivering measurable improvements. Progress will continue deliberately, informed by industry participation— not abstract theory.

Debbie Sparks is Executive Director of the National Motor Freight Traffic Association( NMFTA). email: debbie. sparks @ nmfta. org

These are not theoretical improvements. They are live, operational changes adopted at the industry’ s request.

www. joc. com February 2, 2026 | Journal of Commerce 33