Alvys introduced Alvys Foundry on Tuesday, an agentic AI platform that allows carriers, brokers and hybrid carrier-brokers to build and deploy freight AI agents inside the transportation management system they already use. The Solana Beach, Calif.-based company also said its TMS is now open to fleets of all sizes, extending a platform previously built around larger trucking companies to owner-operators and small carriers. According to American Trucking Associations, more than 90% of federally registered motor carriers operate six or fewer trucks, a segment that has historically had limited access to enterprise-grade automation tools.

Foundry includes three options: more than 20 pre-built agent templates, custom agents built and tuned by Alvys engineers, or agents customers assemble themselves. The initial use cases focus on tasks that still consume dispatch time, including check-call automation, invoice and settlement preparation, and track-and-trace exceptions.

“Over the past year, we’ve watched how our customers were actually adopting AI; where it helped, where it stalled, and where the hype left operators with more tools and more logins instead of more capacity,” said CEO Nick Darman. “Alvys Foundry is the answer to what we saw.”

The launch follows the roadmap Alvys outlined when it raised a $40 million Series B in September 2025, a round led by RTP Global. The company has raised $77 million in total and says the platform moves more than $9 billion in freight each year.

To explain the value of agents, Darman described a trucking company as running two operations at once. One moves freight. The other proves that the freight moved on time, safely and under the correct authority. That second operation involves paperwork and can determine who wins the next contract in a post-Montgomery environment.

Large fleets have the staff to manage that second operation. They employ specialists to monitor federal safety records and dispute shipper service failures before they become numbers visible to customers. Smaller fleets often learn what they missed only after the damage is done. Darman said that gap helped shape Foundry.

The DOT knock that started it

Darman founded a trucking company in 2004 while attending Georgia State University, spent several years at J.P. Morgan, and returned to trucking in 2010. As that business grew, he encountered a form of fraud he did not know existed.

“Drivers and owner-operators would fraudulently use my signs, my DOT number, my authority, and run freight without my consent. They were racking up violations under my name. I had no idea until a year later, when the DOT knocked on my door for an audit,” he said.

The practice of operating under another carrier’s DOT authority is a recognized form of identity fraud in trucking. FMCSA has pursued enforcement actions against such schemes, and industry groups including the Transportation Intermediaries Association have issued fraud advisories as digital freight matching has accelerated the speed at which loads are booked, often outpacing carrier identity verification.

At the time, he had 10 to 20 drivers and knew all of them. Logging into the Federal Motor Carrier Safety Administration portal every morning never crossed his mind. Larger carriers have the resources to submit a Request for Data Review, or RDR, to the FMCSA. The request is accessed through the FMCSA DataQs system and requires carriers to prove they were not at fault for the crash. Submitting, processing, verifying and tracking DataQs requests is an ongoing task, and one that smaller fleets and owner-operators are most exposed to but least aware of.

“You’re actually being labeled as an unsafe company. But that’s not necessarily the case,” Darman said. “When you look at how some of these owners or entrepreneurs run their companies, they run their companies very safely. But the underlying data on FMCSA doesn’t support the way they run their companies.”

Those underlying data points feed FMCSA’s Compliance, Safety, Accountability program, which assigns carriers scores across safety behavior categories. Shippers and brokers increasingly use CSA scores and SMS percentiles as carrier-qualification thresholds, meaning a disputed or fraudulent violation can cost a carrier freight opportunities long before the carrier is aware of it.

Freight AI agents versus the 24/7 watch desk

The industry’s traditional response to that problem is headcount, which is available only to companies that can afford it.

“They have employees on it around the clock. They log into FMCSA every day to make sure that there’s nothing shady happening,” Darman said. “And when something is happening where a driver that’s not employed by the carrier is being reported on FMCSA, they dispute it right away.”

Foundry replaces that shift with an agent.

“You could have an agent check an integration with FMCSA,” Darman said. “The moment something doesn’t match the driver records on file, it flags the owner. That way the owner can dispute the record immediately.”

He said the use case remains theoretical for now: “I haven’t used that with anyone yet, but I think it’s such a powerful use case.” The economic argument is straightforward, he added. “Instead of having employees doing this work for you, you could actually deploy this agent that’s not costing you much.”

On time and on the scorecard are two different things

A similar imbalance exists in shipper relationships.

“Being on time for every pickup and delivery is one thing. Making sure the shipper’s scorecard shows you were on time is another,” Darman said. “Those are two different things.”

Small carriers may argue the facts, but without supporting data, shippers often rely on their own records. “They’re just arguing, ‘Hey, I was on time,’ but [a large shipper] will look at you: ‘Well, I’m sorry. My scorecard shows otherwise,'” Darman said.

Large carriers have long treated scorecard maintenance as a discipline of its own, flagging EDI 214 status messages that arrive outside the delivery window and routing them to customer service teams that recategorize the miss under weather or another acceptable code. It is the staff, and not always the service, that shows up in the numbers. Inflated carrier scorecards are an underreported issue for shippers managing carrier performance.

For those disputes, speed can determine whether the challenge is accepted. “If you do it in real time, the shipper remembers and will always take that off the scorecard,” Darman said. “If you do it too late, then you have a problem.”

Context is the product

Foundry’s differentiation is not the agents themselves, but the operating data behind them. The approach reflects a broader shift in freight technology, where TMS platforms that already hold shipment, EDI, and customer data are becoming the natural deployment layer for AI rather than bolt-on tools that require separate integrations.

“We have the freight context and we understand your lanes. You don’t need to keep up different integrations,” Darman said. “We have the context and therefore there’s no extra login.”

The platform uses Alvys’ existing data infrastructure, which includes more than 120 integrations, native EDI connections to hundreds of shippers, and a SOC 2-compliant security foundation. Enterprise agreements with model providers keep customer data out of public model training.

The product also includes governance features. Agent Shield logs agent activity, keeps actions traceable and routes high-impact decisions for human approval. An intelligent model picker selects the least expensive capable large language model for each task, helping limit compute costs as usage grows.

Who holds the keys

Many AI providers entering logistics build the agent logic themselves and keep the operational knowledge in-house. Alvys says it is instead giving operators the building blocks and training their teams to assemble agents on their own.

“I lived the other version of this as a trucking company owner,” Darman said. “Vendors got me started, then charged for every customization, every report, every integration. They held the keys, and leaving was a struggle. We are building Alvys Foundry so our customers hold the keys instead.”

One early customer described the platform similarly. “Foundry is not AI for show. It is AI with a job description,” said Carlos M. Llanes Jr., founder and CEO of Spartan Carrier Group. “It helps remove the manual friction from freight so our people can stay focused on judgment, service and elite execution.”

Foundry was first shown at a June 17 Customer Advisory Board meeting, where the first customer cohort filled. The waitlist for the second cohort is now open.

For Darman, the differentiator is no longer the technology itself.

“Tech is not going to be the limitation,” he said. “It’s the deep thinkers behind the organization who will set up the SOPs in such a way where you’re going to be the winner. And I believe that AI will now expose who the real workers are.”