Kodiak has transitioned from field trials to binding commercial contracts by signing an agreement to supply 75 autonomous trucks to DTL Transport, with deliveries starting in 2028 for operation on public highways.
First binding commercial contract for autonomous trucks on highways
Scheduled freight routes and plans to remove safety drivers in Texas
Business model shift from fleet operations to software licensing
Financial estimates of the deal and commercial success determinants
Stages of operational maturity for autonomous trucks between trials and contracts
Guidelines for reading annual financial projections of autonomous freight contracts
Frequently asked questions
First binding commercial contract for autonomous trucks on highways
TechCrunch reported in an exclusive report on October 28, 2026, that Kodiak AI signed a binding commercial agreement to supply transport company DTL Transport with about 75 autonomous trucks intended for operation on public U.S. interstate highways, with actual deliveries commencing in 2028.
This agreement represents the company’s first commercial customer contract on public highways under a “driver-as-a-service” model. Previous driverless full-automation arrangements were limited to unpaved industrial routes, while public highway freight services remain in testing phases with human operators, preventing the new deal from being presented as evidence that 75 trucks are currently operating without drivers.
Scheduled freight routes and plans to remove safety drivers in Texas
DTL Transport specializes in hauling perishable goods and commercial cargo, and its planned routes include the line connecting Dallas and El Paso, as well as the commercial corridor stretching between Dallas and Atlanta. Kodiak has previously conducted testing on these routes, alongside carrying out a pilot project in California to transport refrigerated goods between Fresno and Los Angeles with a human safety operator inside the cab.
In a related context, Kodiak stated separately that it expects to remove safety drivers from some of its highway operations in Texas starting this coming December, beginning with shipments tied to IKEA. However, this step remains a future plan rather than a fully realized commercial deployment as of October 29.
Business model shift from fleet operations to software licensing
Kodiak aims to transition gradually from a “trucking-as-a-service” model, where it operates the vehicles itself, to a “driver-as-a-service” model, where trucking companies own their own trucks and pay fees to use autonomous driving software and hardware.
This shift represents a fundamental change in the commercial business model; while the technology provider can expand with lower direct investment in vehicle purchases, it remains required to deliver high levels of reliability, continuous support, and services that justify licensing costs.
Financial estimates of the deal and commercial success determinants
Neither party disclosed the total financial value of the contract. However, the TechCrunch report noted previous company expectations from 2025 estimating annual recurring revenue at approximately $150,000 to $190,000 per truck based on specific assumptions regarding mileage and licensing rates. Nevertheless, multiplying these estimates by 75 trucks yields a hypothetical future figure rather than realized contractual revenue.
Regulatory requirements, insurance costs, system performance, safety records, and customer economic viability will remain critical factors in transitioning autonomous trucks from trial offerings to safe and sustainable commercial operations.
Stages of operational maturity for autonomous trucks between trials and contracts
Kodiak’s signing of a binding commercial contract to supply 75 autonomous trucks to DTL Transport with deliveries starting in 2028 represents a significant transitional step. However, distinguishing between various deployment stages remains essential; full autonomy without a human safety driver is currently limited to unpaved industrial roads, while public highways remain subject to restricted testing.
The shift toward a driver-as-a-service model reflects Kodiak’s desire to focus on licensing software and sensor systems rather than bearing the capital cost of owning truck fleets—a model whose actual profitability depends on achieving high daily operating rates and meeting federal safety and insurance requirements.
Guidelines for reading annual financial projections of autonomous freight contracts
A careful financial reading of Kodiak’s deal requires avoiding confusion between the signing of the 2028 supply agreement and currently realized revenue. The company’s previous estimates ranging between $150,000 and $190,000 in annual recurring revenue per truck are based on specific operational mileage assumptions.
Kodiak’s closest practical test will be the extent of its adherence to its announced plan to remove human safety drivers from certain Texas highway routes this coming December, and evaluating the field safety records resulting from that step.
Frequently asked questions
Question: How many autonomous trucks are included in the agreement between Kodiak and DTL Transport?
Answer: The binding commercial contract stipulates the supply of 75 autonomous trucks intended for operation on public highways, with deliveries beginning in 2028.
Question: What routes will the new trucks operate on?
Answer: Planned routes include the line connecting Dallas and El Paso, and the commercial corridor between Dallas and Atlanta for hauling refrigerated goods and cargo.
Question: What is meant by the driver-as-a-service model adopted by Kodiak?
Answer: It means trucking companies own the trucks themselves and pay licensing fees to Kodiak for using autonomous driving software and systems.
Question: Do Kodiak trucks currently operate on public highways without a safety driver?
Answer: No, operations on public highways still include a human safety operator, and the company plans to begin removing safety drivers on certain Texas routes in December.
