Capacity and sourcing
When the load is not ours to haul, somebody has to find the truck. This is how that actually happens, including the parts of it that are unglamorous.
A short list beats a long one
It is easy to collect thousands of carriers and know nothing about any of them. We would rather hold a smaller list where we know who answers the phone at nine at night. Repeat carriers on a lane get first refusal, because a driver who has been to your dock before already knows where the gate is and what the receiver is like.
What we check before a load is tendered
Operating authority active, insurance in force at the limits we require, and a safety profile we are willing to stand behind. Those are checked at the point of tender, not once at onboarding and then assumed forever, because insurance lapses and authority gets revoked between January and June like anything else.
When capacity is genuinely tight
Some weeks the truck is not there at the price the lane usually pays. Produce season out of Florida does this reliably. When it happens we tell you the number has moved and let you decide, rather than accepting the load at the old rate and quietly failing to cover it until the day of pickup.
| Operating authority | Active and verified on the FMCSA record |
|---|---|
| Safety review | Checked against current FMCSA scores |
| Double brokering | Grounds for permanent removal |
| Full standards | Carrier requirements |
Related
Need capacity on a difficult lane?
Tell us the lane and the timing. If we cannot cover it properly we would rather say so on the phone than find out on the day.