Company Reports

Before its 2017 merger with Swift Transportation, Knight Transportation was the 12th-largest full-truckload carrier in the United States, with a long history of exceptional execution, including average returns on invested capital in the low teens—an unusual accomplishment in trucking. Knight's long-standing focus on network efficiency has served it well; its legacy operating ratio (expenses/revenue, excluding fuel) averaged in the mid-80s before the Swift deal versus an industry average that traditionally exceeds 90%.

Knight-Swift’s second-quarter consolidated revenue-before-fuel rose 5.5% year on year, the first meaningful increase in almost two years, particularly for the flagship truckload operations. Less-than-truckload revenue declined on revenue quality efforts (lower shipments), but demand is improving.

Before its 2017 merger with Swift Transportation, Knight Transportation was the 12th-largest full-truckload carrier in the United States, with a long history of exceptional execution, including average returns on invested capital in the low teens—an unusual accomplishment in trucking. Knight's long-standing focus on network efficiency has served it well; its legacy operating ratio (expenses/revenue, excluding fuel) averaged in the mid-80s before the Swift deal versus an industry average that traditionally exceeds 90%.

Knight-Swift’s first-quarter revenue before fuel was roughly flat, an improvement from declines posted over the past year and a half, particularly for the truckload and intermodal operations. Less-than-truckload segment growth slowed but remained positive due to the ramp-up of new facilities.

Before its 2017 merger with Swift Transportation, Knight Transportation was the 12th-largest full-truckload carrier in the United States, with a long history of exceptional execution, including average returns on invested capital in the low teens—an unusual accomplishment in trucking. Knight's long-standing focus on network efficiency has served it well; its legacy operating ratio (expenses/revenue, excluding fuel) averaged in the mid-80s before the Swift deal versus an industry average that traditionally exceeds 90%.

Before its 2017 merger with Swift Transportation, Knight Transportation was the 12th-largest full-truckload carrier in the United States, with a long history of exceptional execution, including average returns on invested capital in the low teens—an unusual accomplishment in trucking. Knight's long-standing focus on network efficiency served it well; its legacy operating ratio (expenses/revenue, excluding fuel) averaged in the mid-80s before the Swift deal versus an industry average that traditionally exceeds 90%.

Knight-Swift’s fourth-quarter revenue before fuel fell 1% as the firm's trucking, logistics, and intermodal divisions are still navigating persistently subdued freight demand. Less-than-truckload segment revenue increased thanks to stable pricing and the continued ramp-up of new facilities.

Before its 2017 merger with Swift Transportation, Knight Transportation was the 12th-largest full-truckload carrier in the United States, with a long history of exceptional execution, including average returns on invested capital in the low teens—an unusual accomplishment in trucking. Knight's long-standing focus on network efficiency has served it well; its legacy operating ratio (expenses/revenue, excluding fuel) averaged in the mid-80s before the Swift deal versus an industry average that traditionally exceeds 90%.

Trucking and logistics specialist Knight-Swift’s third-quarter revenue-before-fuel rose 2% on acquisition-driven LTL segment growth and volume ramping up at new LTL facilities. Otherwise, the truckload, logistics, and intermodal divisions are still navigating persistently subdued freight demand.

Before its 2017 merger with Swift Transportation, Knight Transportation was the 12th-largest full-truckload carrier in the United States, with a long history of exceptional execution, including average returns on invested capital in the low teens—an unusual accomplishment in trucking. Knight's long-standing focus on network efficiency has served it well; its legacy operating ratio (expenses/revenue, excluding fuel) averaged in the mid-80s before the Swift deal versus an industry average that traditionally exceeds 90%.

Before its 2017 merger with Swift Transportation, Knight Transportation was the 12th-largest full-truckload carrier in the United States, with a long history of exceptional execution, including average returns on invested capital in the low teens—an unusual accomplishment in trucking. Knight's long-standing focus on network efficiency has served it well; its legacy operating ratio (expenses/revenue, excluding fuel) averaged in the mid-80s before the Swift deal versus an industry average that traditionally exceeds 90%.

Trucking and logistics specialist Knight-Swift’s second-quarter revenue-before-fuel rose 2% on strong LTL segment growth linked to the DHE acquisition and ramping volume at new facilities. The truckload, logistics, and intermodal divisions are still navigating sluggish underlying freight demand.

Before its 2017 merger with Swift Transportation, Knight Transportation was the 12th-largest full-truckload carrier in the United States, with a long history of exceptional execution, including average returns on invested capital in the low teens—an unusual accomplishment in trucking. Knight's long-standing focus on network efficiency has served it well; its legacy operating ratio (expenses/revenue, excluding fuel) averaged in the mid-80s before the Swift deal versus an industry average that traditionally exceeds 90%.

Trucking and logistics specialist Knight-Swift’s first-quarter revenue-before-fuel rose 1% on LTL segment growth linked to the DHE acquisition and ramping volume at new facilities. The truckload division continued to navigate sluggish demand, including the lack of a seasonal volume build in March.

President Donald Trump announced sweeping tariffs on all US imports. For the trucking and freight brokerage sectors, the key threat is the tariffs' impact on macroeconomic growth in terms of US real goods spending and industrial production.

Before its 2017 merger with Swift Transportation, Knight Transportation was the 12th-largest full-truckload carrier in the United States, with a long history of exceptional execution, including average returns on invested capital in the low teens—an unusual accomplishment in trucking. Knight's long-standing focus on network efficiency has served it well; its legacy operating ratio (expenses/revenue, excluding fuel) averaged in the mid-80s before the Swift deal versus an industry average that traditionally exceeds 90%.

Before its 2017 merger with Swift Transportation, Knight Transportation was the 12th-largest full-truckload carrier in the United States, with a long history of exceptional execution, including average returns on invested capital in the low teens—an unusual accomplishment in trucking. Knight's long-standing focus on network efficiency has served it well; its legacy operating ratio (expenses/revenue, excluding fuel) averaged in the mid-80s before the Swift deal versus an industry average that traditionally exceeds 90%.

Before its 2017 merger with Swift Transportation, Knight Transportation was the 12th-largest full-truckload carrier in the United States, with a long history of exceptional execution, including average returns on invested capital in the low teens—an unusual accomplishment in trucking. Knight's long-standing focus on network efficiency has served it well; its legacy operating ratio (expenses/revenue, excluding fuel) averaged in the mid-80s before the Swift deal versus an industry average that traditionally exceeds 90%.

Trucking and logistics specialist Knight-Swift’s fourth-quarter revenue before fuel fell 1% year over year on the wind-down of the third-party insurance business and as the truckload operations continued to navigate sluggish industrial end markets and loose TL-market capacity.

Before its 2017 merger with Swift Transportation, Knight Transportation was the 12th-largest full-truckload carrier in the United States, with a long history of exceptional execution, including average returns on invested capital in the low teens—an unusual accomplishment in trucking. Knight's long-standing focus on network efficiency has served it well; its legacy operating ratio (expenses/revenue, excluding fuel) averaged in the mid-80s before the Swift deal versus an industry average that traditionally exceeds 90%.