When EASE Logistics started exploring autonomous technology, their goal wasn’t to replace drivers - it was to rethink what was possible with a driver still behind the wheel.

That idea led them to truck platooning: a model where two trucks operate as a digitally connected pair.

The lead truck is driven by a human. The second follows autonomously, mirroring the movements of the first. There’s still a trained driver in the second cab, but the system handles the driving.

The initiative came out of an $8.8M federal grant to test autonomous freight corridors in real-world conditions - through a partnership between DriveOhio, the Ohio Department of Transportation (ODOT), the Indiana Department of Transportation (INDOT), and private carriers. 

EASE became the first over-the-road fleet in the US to operate truck platoons on an interstate highway.

To make it work, they partnered with Kratos Defense, whose tech originated in military and highway maintenance deployments, and was then adapted to support the agriculture industry hauling products across North Dakota and Minnesota.

It was the first time Kratos brought this system into short-haul logistics commercial trucking.

Before thinking about training, deployment, or regulatory hurdles, EASE had to know: would this actually work on their existing fleet, on public highways, in real-world conditions?

Kratos’s system gave them confidence for a few reasons:

The tech is vehicle-agnostic. EASE used Internationals; Kratos had worked with Mack, Freightliner, and Volvo.

The system doesn’t need HD maps or advanced computer vision. The follower truck receives real-time driving data from the lead and mirrors its behavior: steering, braking, and acceleration.

Before this project, Kratos had deployed the same tech for highway maintenance fleets and agricultural supply chains—both of which operate in lower-speed, short-haul environments with tough safety demands.

Every platoon still has a lead driver and a trained safety rider in the second vehicle. The goal isn’t to replace the driver - it’s to reduce their workload and make longer routes more manageable.

Before launching their platooning pilot on I-70, EASE and Kratos took a deliberate, staged approach.

They called it “Crawl, Walk, Run” - a rollout strategy that prioritized safety, clarity, and system performance. 

Each phase had a clear objective: 

Here’s how it worked:

Before any automation was activated, drivers and system engineers manually drove the route from Columbus to Indianapolis.

The goal: identify GPS dead zones, weak connectivity, and areas where the platoon might need to revert to manual control. Think of this as groundwork - finding the edge cases before they cause issues.

Completed: The team pinpointed where challenges might emerge and established fallback plans for manual driving.

Next, the team ran the same route again - this time with the platooning system active, but trailers left empty.

This allowed them to fine-tune software settings and calibrate the hardware under real-world conditions without the pressure of a live freight haul.

Completed: Engineers confirmed that the platooning system functioned as expected under variable but controlled conditions.

With calibrations locked in, the final phase tested the system in true working conditions - fully loaded trailers, real shipments, live operations.

This was the moment of truth: could the system safely handle a full load, at highway speeds, across state lines?

Completed: The platoon operated safely and consistently, meeting all requirements for full commercial deployment.

The Crawl-Walk-Run approach wasn’t just internal project management - it was critical for gaining trust across multiple layers:

And perhaps most importantly: this phased deployment gave the U.S. Department of Transportation a model for how autonomy could be introduced safely - one freight corridor at a time.

Alongside this phased framework, EASE’s deployment required deep coordination across the organization and external partners:

The project RFP specified I-70 between Columbus and Indianapolis. But for EASE, that route made operational sense too.

The predictability of the route made it easier to build confidence internally and with regulators.

Every platoon driver went through a comprehensive training program that included classroom learning, closed-road operational simulations, and then onto open-road deployment. Each logged over 300 hours before operating a live platoon.

This wasn’t a driver-only effort. It required full alignment across:

EASE worked closely with DriveOhio, INDOT, ODOT, Ohio State Highway Patrol, and private partners like Kratos. Because Kratos had already deployed similar tech with over 30 DOTs, they had credibility that helped speed up approvals.

After completing nearly 100 platooned deliveries between Ohio and Indiana, EASE has surfaced some powerful lessons.

Many brands say they love innovation. But when asked to put their freight on an autonomous truck? The answer was often no - at least during the first deployment.

The second deployment was easier. With data, delivery history, and known brands (under NDA) already onboard, newer customers were quicker to say yes.

Most drivers were skeptical at first. But with proper training and the ability to opt in, adoption grew.

What made the project successful wasn’t just the tech - it was the time EASE invested in planning, coordination, and internal alignment.

EASE didn’t go into this expecting cost savings. What they got instead was strategic:

So what’s the ROI on platooning?

The numbers didn’t pencil out immediately. But EASE sees this as an investment in future capability - and in credibility with customers and policymakers.

The returns:

Let’s be honest - this kind of initiative isn’t for everyone.

It’s resource-intensive. It touches every part of your org: legal, operations, drivers, compliance, engineering, customer success. And the returns - at least at first - are strategic, not financial.

But if you're a fleet operator who sees autonomy on the horizon and wants to prepare, not react, a platooning pilot can give you a real edge.

Here’s what it takes to pull one off - based on EASE Logistics’ real-world experience.

Not every carrier is built for this. Start with a gut check:

If the answer isn’t “yes” across the board, hit pause. This playbook assumes operational maturity, cultural alignment, and internal muscle.

This is your program’s single point of success or failure.

You need someone to:

Choose someone senior enough to unblock the path, and focused enough to stay in the weeds.

This isn’t a slide deck and a ride-along.

EASE ran a four-week curriculum that included:

Every driver was cross-trained on lead and follower roles. That flexibility built confidence - and reduced friction when reassigning routes.

Technology alone won’t get you adoption. Culture will.

What worked for EASE:

This is how you get long-term adoption, not short-term resistance.

Don’t wait until go-live to tackle legal. The earlier, the better.

You’ll need:

Start these processes in parallel with training. They’ll take longer than you expect.

Even with plug-and-play systems, ops and tech need to be tightly integrated.

Set up:

This is where many early pilots stall — don’t underestimate the lift.

Going live too early is a mistake. EASE followed a smart phased model:

Treat each phase like a milestone. Don’t advance until it’s working.

Internal credibility and external trust depend on data.

Here’s what EASE tracked:

Don’t just report success - prove it with numbers.

This isn’t a 12-month payback project.

Here’s how EASE thought about returns:

This isn’t a one-off. Treat your pilot like version one of a playbook you’ll use again.

Document:

When you expand to a second lane or new customers, this becomes your blueprint.

If you're serious about autonomy, don’t wait for perfect conditions.

EASE Logistics didn’t chase moonshots. They started small, built internal alignment, and proved autonomy can augment drivers, not replace them.

This playbook is the result of that journey - and a roadmap for any fleet ready to lead, not follow.

If you want to go deeper on this project, here’s the full conversation I had with Justin Arciaga (EASE Logistics) and Maynard Factor (Kratos Defense).

We cover the entire journey - from why EASE chose platooning over full autonomy, to how they adapted military-grade technology for commercial logistics, trained drivers across both trucks, and navigated regulatory complexity to deploy a human-guided autonomous convoy on I-70. 

It’s a detailed look at what it really takes to bring advanced autonomy into live supply chain operations, without removing the driver.

This conversation has been edited for length and clarity.

Justin, what made EASE Logistics explore platooning over full driverless autonomy?

Justin Arciaga (EASE Logistics): We’ve always prioritized innovation, but we never saw full autonomy, completely removing the driver, as the path forward for our company. What attracted us to platooning is that it strikes a balance between embracing cutting-edge technology and keeping drivers in the loop. Our drivers value being home daily. Most of them don’t want to be out on the road for days at a time. Platooning gives us a way to extend route length without compromising that.

Instead of taking the human out of the equation, we enhance what the driver can do. This creates a new set of opportunities, not threats, for our team. We’re thinking about this as a way to collect data, train drivers, and prepare for what’s next.

Maynard, how does platooning differ from traditional autonomous trucking models?

Maynard Factor (Kratos Defense): Most autonomous systems aim to replace drivers altogether. We don’t. Our system is designed around a "human-guided automation" concept. A professional driver leads in the first truck, and our tech powers the following truck, which drives itself—but with a safety rider on board.

This approach brings three benefits:

We’re not trying to reinvent the highway—we’re helping businesses maintain operations and address workforce gaps without going all-in on driverless tech.

Maynard, can you walk us through the tech’s journey from the military to logistics?

Maynard Factor: Our roots are in the U.S. military. We developed vehicle-agnostic autonomy kits that could be bolted onto virtually anything: Humvees, T72 tanks, SUVs, even commercial vehicles. The military gave us whatever they had, and we had to make it autonomous.

We built a core electronic package—a set of computers, navigation, and communications systems—and then customized the mechanical components for each platform, whether it was a rotary steering system in a Humvee or linear actuators in a tank. That’s how we perfected our bolt-on, modular system.

When we looked to commercialize it, we started with highway maintenance. There are these trucks called crash attenuators that follow roadwork crews. Their job is to act as human shields. These drivers are at risk of serious injury when struck from behind by high-speed traffic. We automated that task first. From there, agriculture, energy, and logistics companies reached out.

Today, we’re running 24/7 autonomous platoons—short hauls around 200–300 miles—for industries facing major driver shortages.

Justin, why was I-70 chosen for your second deployment?

Justin Arciaga: It was part of the next phase in our RFP (Request for Proposal). Our first deployment was focused solely within Ohio. After proving the tech on that initial route, we asked the Ohio State Patrol and DOT if we could expand to more state roads within Ohio. The I-70 TAC (Truck Automation Corridor) project was already an existing separate deployment that we were lucky enough to be chosen for. It was a nice way to leverage what we learned on our 1st deployment to help prep and accelerate us for success on the second deployment.

I-70 is a critical freight corridor for us—it connects Ohio to Indiana and, longer term, Chicago. It’s straight, well-known, and gives us a good testing ground for things like potholes, construction zones, GPS connectivity gaps, and weather impacts. It also allows us to see how the tech performs across state lines, which is the next logical step toward nationwide viability.

How many trucks are involved, and what’s the driver setup?

Justin Arciaga: Each deployment involves two trucks: a lead vehicle with a human driver, and a follower vehicle controlled autonomously by Kratos’ system but also equipped with a trained safety driver. Both vehicles have highly trained operators. Our drivers undergo a four-week training program that includes closed-track testing, road testing, and emergency response drills.

Both drivers are cross-trained, so they can switch roles. It’s designed to be boring, on purpose. We want the system to feel safe and predictable. Drivers say it feels like glorified cruise control, and that’s exactly the point.

Are you reducing headcount with this tech?

Justin Arciaga: Not at all. If anything, we’re upskilling our drivers. Think of it like adding a HAZMAT endorsement—this is a new credential. Eventually, we’d love to see a “platooning certified” badge as part of CDL licensing. Our goal is to prepare our team for the future, not replace them.

Justin Arciaga: Not yet. But that’s the hope. We’re collecting data that might support exemptions. For instance, if a driver is in the follower vehicle and effectively being “towed,” maybe their clock shouldn’t be running.

Right now, everything follows existing regulations, but the endgame is to influence how those regulations evolve.

Maynard, what role do weather and road conditions play?

Maynard Factor: Weather and environment matter a lot. For example, in North Dakota, we won’t operate in whiteout conditions. We work with clients to clearly define when, where, and how to use the system.

That’s the beauty of platooning—it’s flexible. The human driver in front makes real-time decisions. If a road changes or weather turns bad, they adjust, and the autonomous follower adapts instantly. There’s no need for complex AI route planning. It’s a simple and resilient approach.

Justin, what does the ROI look like for EASE so far?

Justin Arciaga: The first deployment was a pure investment - no direct financial return. But the ROI came in other ways:

Now, we’re in a position to say: “We’ve done 100+ autonomous deliveries, no incidents, and we’re working with top-tier tech partners.” That’s incredibly valuable.

Was federal funding involved?

Justin Arciaga: Yes, partially. Some of it was grant-subsidized. But we also contributed our own trucks, drivers, and project management resources. It’s a cost-share. We’re not trying to make a profit on the deployment—we’re trying to build something for the future.

What about customer acceptance? Were brands on board?

Justin Arciaga: Initially? No. Everyone liked the idea of innovation—until it was their freight on the truck. There was legal risk, perception issues, and general hesitation.

But after proving ourselves with a successful deployment and no incidents, we’re seeing real traction. Even some well-known brands are now involved, though we can’t name names due to NDAs.

Maynard, what kind of feedback do you get from the logistics industry?

Maynard Factor: Executive teams usually get it right away - they see the labor gap, and they want to protect their supply chains.

Operators are more skeptical at first. But once they use the system, it clicks. These are people with 20–30 years behind the wheel. They’re analytical. They want to know if this helps or hurts their job. Once they see that it helps—and that they’re still in control—they often become our biggest advocates.

We also get great ideas from them. They show us how to deploy or tweak the system in ways we hadn’t even thought of.

Justin, what internal changes did you need to make this work?

Justin Arciaga: It’s a huge lift. You need cross-functional alignment across operations, legal, project management, customer success, and compliance. I spent 90–110% of my time on this.

We also needed project management tools, legal oversight for customer contracts, and systems for training and evaluation. Thankfully, we had strong executive support. Innovation isn’t just a buzzword for us—it’s something we back with time and money.

If you’re a logistics company looking to try this, know that it’s not just a tech project. It’s a full organizational commitment.