We know what the lane pays
Historic lane rates, current market conditions and what that specific broker paid the last carrier who ran it. Walking into a negotiation with a number in hand changes the conversation entirely.
Everything between
the load board
and your bank.
Finding a load is maybe a fifth of the job. The rest is negotiating it, papering it, tracking it, invoicing it and chasing it. This page walks through all of it, because carriers deserve to know precisely what they are buying before they buy it.
01Load sourcing
Finding freight worth your truck.
Anyone can pull up a board and forward you the first thing that matches your trailer. The useful work is filtering.
We work boards and direct relationships together. Board freight is transparent but competitive, which pushes rates down. Direct broker relationships built over years produce loads that were never posted publicly. Most weeks your best load comes from the second category.
We search against your constraints, not just your trailer. Where you are, where you want to end up, what weight you are comfortable with, what you refuse to haul, and when you need to be home. All of that goes into the search before anything reaches you.
You get options. Wherever the market allows, you see two or three loads with the rates and the reasoning, not a single take it or leave it. You know your truck and your costs better than we do.
02Rate negotiation
The posted rate is an opening offer.
Brokers post low deliberately, because a meaningful share of carriers accept the first number. The gap between the posted rate and the rate the load actually clears at is where a dispatcher pays for themselves several times over.
We negotiate the whole confirmation
Not just the linehaul. Detention terms, layover, stop pay, and who covers a lumper. A rate that looks fine can turn bad on the accessorial terms nobody read.
We walk away when we should
If a load will not come up to a number that works for your truck, we do not book it. A cheap load still pays a dispatcher on volume. It does not pay one who wants you here next year.
Every rate comes to you for approval before anything is signed. You are the carrier. We do not book freight on your authority without your word on the number.
03Paperwork
The evening job, handled at our desk.
Administration is what turns a ten hour driving day into a thirteen hour working day. Most of it does not need you.
Broker setup packets
Every broker wants the same authority letter, W-9, insurance certificate and signed agreement, on their own form, in their own portal. We keep your documents current on file and complete these for you. On a normal month that is a dozen packets you never see.
Rate confirmation review
We read every confirmation line by line before it reaches you: the rate, the accessorial terms, the detention trigger, the appointment windows and any clause that shifts liability onto you. Then we tell you what is in it in plain language.
Delivery documents
BOLs and PODs chased down, checked for signatures and exceptions, and pushed straight to your factoring company or into your invoice. Missing paperwork is the single most common reason an invoice sits unpaid for a month.
Compliance reminders
Insurance renewals, UCR, biennial MCS-150 updates and IFTA quarters. We do not file these for you, but we do keep track and tell you before something lapses, because an expired certificate takes you off every board at once.
04While you roll
We sit between you and the phone.
Brokers want status updates every few hours. Receivers want to move appointment windows. Shippers run late and expect you to absorb it. None of that should be landing on you at seventy miles an hour.
Check calls come to us. We send the tracking updates the broker wants on the schedule they want them, so your phone stays quiet.
Appointments get set and confirmed. Including the awkward ones where a receiver will only take you at four in the morning and needs persuading otherwise.
Problems get worked while they are still small. A shipper loading three hours late is a detention conversation if it is handled at hour one, and an argument if it is handled at hour six.
05Getting paid
A load is not finished until the money lands.
Credit checked first
We look at a broker's payment history and days to pay before we book, not after you are wondering where your money is. Some brokers we simply will not use.
Invoiced complete
Submitted with every document the broker requires, the first time. Most payment delays are a missing signature, not a broker refusing to pay.
Chased when quiet
When an invoice ages past terms we follow it up. You should be driving, not sitting in a phone queue at an accounts payable department.
06Boundaries
What we do not do.
A service that claims to do everything usually does several things badly. Here is where we stop, and who you should be talking to instead.
We are not your accountant. We do not file your IFTA, your quarterlies or your taxes. We will remind you when a deadline is close and we can point you at people our carriers rate.
We are not a factoring company. We do not advance you money and we take no commission from any factor, which is exactly why we can give you an honest opinion about them.
We are not a compliance service. Drug and alcohol consortium, DOT audits, driver qualification files. That is specialist work and it should be done by specialists.
We do not hold your authority. You are not leasing on. The MC number stays yours, the insurance stays in your name, and if you leave you take every broker relationship with you.
See it on your own lanes.
A free load search costs you a phone call and shows you more than any page of copy can.