Ben Ames has spent 20 years as a journalist since starting out as a daily newspaper reporter in Pennsylvania in 1995. From 1999 forward, he has focused on business and technology reporting for a number of trade journals, beginning when he joined Design News and Modern Materials Handling magazines. Ames is author of the trail guide "Hiking Massachusetts" and is a graduate of the Columbia School of Journalism.
Roadrunner CEO Chris Jamroz made the move through Prospero Staff Capital, a private equity vehicle that he co-leads with the investor Ted Kellner, buying the stake from Elliott Investment Management L.P.
Kellner, the founder and partner of Fiduciary Management Inc. with over $17 billion in assets under management, and currently CEO of T&M Partners and Chairman of Fiduciary Real Estate Development, is a long-term investor in Roadrunner. Prospero Staff Capital is part of LyonIX Holdings, Jamroz’ investment company with holdings in transportation and logistics, real estate, infrastructure, and cyber security.
"After comprehensively unwinding the prior management's roll-up strategy to get to a pure-play LTL network, Roadrunner now stands as a premium long-haul carrier," Jamroz said in a release. "Today marks the beginning of our growth phase, driven by new capital, strategic investments, and acquisitions. We're committed to organic expansion, as well as pursuing focused and opportunistic M&A to strengthen our market position."
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.
Congestion on U.S. highways is costing the trucking industry big, according to research from the American Transportation Research Institute (ATRI), released today.
The group found that traffic congestion on U.S. highways added $108.8 billion in costs to the trucking industry in 2022, a record high. The information comes from ATRI’s Cost of Congestion study, which is part of the organization’s ongoing highway performance measurement research.
Total hours of congestion fell slightly compared to 2021 due to softening freight market conditions, but the cost of operating a truck increased at a much higher rate, according to the research. As a result, the overall cost of congestion increased by 15% year-over-year—a level equivalent to more than 430,000 commercial truck drivers sitting idle for one work year and an average cost of $7,588 for every registered combination truck.
The analysis also identified metropolitan delays and related impacts, showing that the top 10 most-congested states each experienced added costs of more than $8 billion. That list was led by Texas, at $9.17 billion in added costs; California, at $8.77 billion; and Florida, $8.44 billion. Rounding out the top 10 list were New York, Georgia, New Jersey, Illinois, Pennsylvania, Louisiana, and Tennessee. Combined, the top 10 states account for more than half of the trucking industry’s congestion costs nationwide—52%, according to the research.
The metro areas with the highest congestion costs include New York City, $6.68 billion; Miami, $3.2 billion; and Chicago, $3.14 billion.
ATRI’s analysis also found that the trucking industry wasted more than 6.4 billion gallons of diesel fuel in 2022 due to congestion, resulting in additional fuel costs of $32.1 billion.
ATRI used a combination of data sources, including its truck GPS database and Operational Costs study benchmarks, to calculate the impacts of trucking delays on major U.S. roadways.
In a separate move, the U.S. Environmental Protection Agency (EPA) also gave its approval for the state to advance its Heavy-Duty Omnibus Rule, which is crafted to significantly reduce smog-forming nitrogen oxide (NOx) emissions from new heavy-duty, diesel-powered trucks.
Both rules are intended to deliver health benefits to California citizens affected by vehicle pollution, according to the environmental group Earthjustice. If the state gets federal approval for the final steps to become law, the rules mean that cars on the road in California will largely be zero-emissions a generation from now in the 2050s, accounting for the average vehicle lifespan of vehicles with internal combustion engine (ICE) power sold before that 2035 date.
“This might read like checking a bureaucratic box, but EPA’s approval is a critical step forward in protecting our lungs from pollution and our wallets from the expenses of combustion fuels,” Paul Cort, director of Earthjustice’s Right To Zero campaign, said in a release. “The gradual shift in car sales to zero-emissions models will cut smog and household costs while growing California’s clean energy workforce. Cutting truck pollution will help clear our skies of smog. EPA should now approve the remaining authorization requests from California to allow the state to clean its air and protect its residents.”
However, the truck drivers' industry group Owner-Operator Independent Drivers Association (OOIDA) pushed back against the federal decision allowing the Omnibus Low-NOx rule to advance. "The Omnibus Low-NOx waiver for California calls into question the policymaking process under the Biden administration's EPA. Purposefully injecting uncertainty into a $588 billion American industry is bad for our economy and makes no meaningful progress towards purported environmental goals," (OOIDA) President Todd Spencer said in a release. "EPA's credibility outside of radical environmental circles would have been better served by working with regulated industries rather than ramming through last-minute special interest favors. We look forward to working with the Trump administration's EPA in good faith towards achievable environmental outcomes.”
Editor's note:This article was revised on December 18 to add reaction from OOIDA.