DAT Freight & Analytics has acquired Trucker Tools, calling the deal a strategic move designed to combine Trucker Tools' approach to load tracking and carrier sourcing with DAT’s experience providing freight solutions.
Beaverton, Oregon-based DAT operates what it calls the largest truckload freight marketplace and truckload freight data analytics service in North America. Terms of the deal were not disclosed, but DAT is a business unit of the publicly traded, Fortune 1000-company Roper Technologies.
Following the deal, DAT said that brokers will continue to get load visibility and capacity tools for every load they manage, but now with greater resources for an enhanced suite of broker tools. And in turn, carriers will get the same lifestyle features as before—like weigh scales and fuel optimizers—but will also gain access to one of the largest networks of loads, making it easier for carriers to find the loads they want.
Trucker Tools CEO Kary Jablonski praised the deal, saying the firms are aligned in their goals to simplify and enhance the lives of brokers and carriers. “Through our strategic partnership with DAT, we are amplifying this mission on a greater scale, delivering enhanced solutions and transformative insights to our customers. This collaboration unlocks opportunities for speed, efficiency, and innovation for the freight industry. We are thrilled to align with DAT to advance their vision of eliminating uncertainty in the freight industry,” Jablonski said.
A monthly measure of trucking business conditions rose steadily in November to reach its strongest level since April of 2022, Bloomington, Indiana-based FTR said today.
FTR’s measure of carrier market conditions was based on its Trucking Conditions Index (TCI) for November, which rose to a 3.02 reading from 0.49 in October. The improved TCI stems from lower fuel costs and less challenging rates, partially offset by weaker utilization. FTR still expects the truck freight market to be consistently favorable for carriers by the second quarter of 2025, but the outlook is somewhat softer than it was previously due to weaker growth forecasts for freight demand, utilization, and rates.
“A few outliers aside, our forecast indicates positive TCI readings over the next couple of years, but it does not show the index more favorable for carriers than it was in November until the third quarter of this year,” Avery Vise, FTR’s vice president of trucking, said in a release.
“The first half of 2025 still looks to be one of transition from the tough market of the past couple of years to one in which carriers have greater ability to achieve a desirable margin. We will be watching Trump administration policy initiatives closely for any developments that might shift the trajectory of the truck freight market,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index number, a positive score represents good, optimistic conditions while a negative score represents bad, pessimistic conditions.
Trucking freight carriers are continuing to expect a recovery of long-depressed spot rates by the second half of 2025, according to industry survey data from financial analysts at TD Cowen.
The recovery is not here yet; while spot rates have been slightly higher lately than their recent two-year low points seen during the ongoing freight recession, the survey showed that contract rate expectations still remain at levels toward the bottom of that trough.
Still, overall consensus in the trucking industry points toward a pending recovery, even though market optimism is down slightly compared to TD Cowen’s previous quarterly trucking survey. Specifically, the survey found that 39% of participants are expecting a spot rate recovery to begin in the second quarter (down from 41% who said that in TD Cowen’s report last quarter), and 21% expect that spot rate recovery slightly later, in the third quarter (up from 14% last quarter).
Survey respondents also showed optimism about the nation’s broader economy, as business growth expectations rose sequentially over last quarter, reaching the highest level in the last five quarters. That showed that economic confidence spiked significantly in the firm’s first survey following the U.S. presidential election, with 67% of participants more confident in the economy than they were three months ago, up from 26% last quarter for that same question.
And despite persistent weakness in industrial demand, business confidence by trucking fleets also rose by another measure, as carriers that plan to order Class 8 trucks in the next 12 months increased 8 percentage points compared to last quarter, to 51%.
Daimler Truck North America (DTNA)’s autonomous trucking subsidiary, Torc Robotics, will team with the sensing and perception systems provider Aeva to advance the development of a new safety architecture for truck applications – enabling autonomous trucks to make safer, more intelligent decisions, they said.
The move expands the partners’ existing collaboration, following the production agreement signed last year when Daimler Truck selected Aeva as its supplier of long and ultra-long range LiDAR for its series production autonomous commercial vehicle program. The multi-year production agreement is targeting commercializing Daimler Truck autonomous trucks by 2027.
Under the new deal, Blacksburg, Virginia-based Torc and Mountain View, California-based Aeva will work together on technology advancements in service of L4 autonomous trucking to benefit the development of Torc’s Virtual Driver vehicle software. The companies will share 4D LiDAR sensing data and share a Freightliner Cascadia vehicle platform for use in long-range sensing applications.
The news follows Torc’s announcement in December that it would use data from Uber Freight to enhance its development and deployment roadmap for autonomous trucks.
The nearshoring trend in moving production closer to U.S. shores may have gotten a lot of attention in recent years, but federal trade statistics show that truck traffic between the U.S. and Mexico has actually been growing fast for at least two decades.
And BTS Border Crossing data reveals that, starting in 2017, the trajectory of incoming trucks from Canada and Mexico began to diverge. The data indicate that Mexican freight flows are growing faster than Canada in a long-term trend that reflects changes in manufacturing, trade patterns, and supply chains in the North American freight market, BTS said.
Specifically, from 2000 to 2023, the number of trucks from Canada decreased 21.6% from 7,048,128 to 5,526,056 while trucks from Mexico increased 62.6% from 4,525,579 to 7,356,659.
Likewise, from 2019 to 2023, the number of commercial trucks entering the U.S. from Mexico rose 14.2% from 6,440,255 to 7,356,659 while trucks from Canada fell 2.7% from 5,681,155 to 5,526,056.
Those indicators are also mirrored in in terms of dollar value of truck freight, BTS TransBorder data shows. Since the pandemic in 2021, the value of freight flows carried by truck with Mexico have increased while simultaneously decreasing with Canada. From April 2020 to October 2024, the value of U.S. freight flows with Canada by truck increased 86.4% from $17.8 billion to $33.1 billion while the same measure of freight flows with Mexico increased 166.3% from $20.8 billion to $55.3 billion.
According to FedEx, the proposed breakup will create flexibility for the two companies to handle the separate demands of the global parcel and the LTL markets. That approach will enable FedEx and FedEx Freight to deploy more customized operational execution, along with more tailored investment and capital allocation strategies. At the same time, the two companies will continue to cooperate on commercial, operational, and technology initiatives.
Following the split, FedEx Freight will become the industry’s largest LTL carrier, with revenue of $9.4 billion in fiscal 2024. The company also boasts the broadest network and fastest transit times in its industry, the company said.
After spinning of that business, the remaining FedEx units will have a combined revenue of $78.3 billion based on fiscal year 2024 results for its range of time- and day-definite delivery and related supply chain technology services to more than 220 countries and territories through an integrated air-ground express network.
The move comes after FedEx has operated its freight unit for decades. After launching in 1971 as an overnight air courier service, FedEx grew quickly and in 1998 acquired Caliber System inc., creating a transportation “powerhouse” comprising the traditional FedEx distribution service and small-package ground carrier RPS, LTL carrier Viking Freight, Caliber Logistics, Caliber Technology, and Roberts Express. And in 2006, FedEx acquires Watkins Motor Lines, enhancing FedEx Freight’s ability to serve customers in the long-haul LTL freight market.
FedEx share prices rose after the announcement, as investors cheered a resolution to the debate that had lingered since June about whether the event would happen, according to a statement from Bascome Majors, a market analyst with Susquehanna Financial Group. And FedEx Freight will become a major player in the sector, based on its 16% share of industry revenue in 2023, well above Old Dominion Freight Lines (ODFL)’s 10% and SAIA’s 5%, he said.
Likewise, TD Cowen issued a “buy” rating for FedEx based on the long-awaited move, according to Jason Seidl, senior analyst focused on rail, trucking and logistics. That came as investors were soothed about their worries of potential “dis-synergies” from the split by the detail that FedEx Freight and legacy FDX have signed agreements that will continue the connectivity of the two networks.