Groundtruth: Trip-Plan Your Freight Network
Paste your lane list for a trip-planned read of your network: routed miles, HOS-legal transit, regional imbalances and lanes that cannot run solo.
Reading carrier supply and conditions at origin
diesel pricing, because no EIA key is configured
Truck drivers build a trip plan before they run a lane. Nobody does that for a shipper’s whole network.
Paste your lanes. Ninety seconds. No login. We route every one through real truck routing, apply the federal hours-of-service math, and tell you which lanes are physically impossible, which are quietly expensive, and what to change.
There is no free truckload rate feed, so this tool will never tell you a rate is high or low. What it can do is measure your lanes against physics, federal hours-of-service rules, and the carrier supply that exists where your freight starts. Every figure it returns carries its source.
Drop a lane list, or click to choose a file
All of it deterministic. The written brief is AI; not one of the numbers is.
Measuring your network.
Each line needs an origin and a destination, separated by an arrow or the word “to”. Everything else is optional. The sample data link above shows the shape.
Weekly routed miles
Lanes that cannot run solo as specified
Loads starting in
Everything below covers the that routed. Treat the counts as a floor, not a network verdict. A lane that did not route has not been cleared.
Lane by lane
What is wrong on each flagged lane, and why it costs you
What your own operation costs you in willingness
Read from the operating detail you supplied, plus the five things to change
OpenStreetMap road geometry routed by Valhalla with costing=truck at 4.11 m high, 2.6 m wide, 21.64 m long, 36.29 t on 5 axles. Real road distance, not a straight line. The public service caps one request at 1,500,000 m, so a longer lane is routed in legs through intermediate markets and summed; any lane that was chained says so in its own row.
Hours of service
Title 49 CFR 395.3. Eleven driving hours inside a fourteen-hour window, after ten consecutive hours off. Minimum legal transit is drive time divided by that limit, rounded up. Team assumes twenty driving hours per calendar day, which is conservative: two drivers could log twenty-two, but not with fuel stops and a dock.
FMCSA Motor Carrier Census, counting active interstate carriers domiciled in the origin state. A supply signal, not a list of carriers we would use.
National Weather Service active alerts for the origin state at the moment you ran this. Not a forecast.
EIA weekly retail on-highway diesel for the PADD region containing the origin state, published Mondays and cached for the week. Shown only where a server-side key is configured; otherwise the field reports itself unavailable instead of showing a plausible number.
The written brief
Claude receives the computed results as JSON and writes prose about them. It is instructed never to produce a number that is not already in that JSON, never to estimate a market rate, and never to state a cost multiplier. A brief that breaks the last rule is withheld, not published, and the page says so when that happens.
What we cannot see
Market rates first of all: there is no free truckload rate feed, so this tool will never tell you whether a rate is high or low. Also real-time carrier capacity, your receivers' actual dock behavior, and fuel surcharge tables.
Every number, and where it comes from
OpenStreetMap road geometry routed by Valhalla with costing=truck, at 4.11m high, 2.6m wide, 21.64m long, 36.29t on 5 axles. Real road distance, not a straight line.
49 CFR §395.3. Eleven driving hours inside a fourteen-hour window, after ten consecutive hours off. Minimum legal transit is drive time divided by that limit, rounded up. Team assumes twenty driving hours per calendar day.
National Weather Service active alerts for the origin state, at the moment you ran this. Not a forecast.
Geometric. One lane ending within a hundred miles of another lane’s origin. The deadhead between them is routed, not straight-lined.