Carrier Setup: Join Our Verified Network
Get set up to haul for Skyline. Authority, insurance and identity checked at every tender, quick pay available, and freight in all 48 states.
Run behind a fleet that holds itself to the same standard.
Our own trucks haul first; this network covers what the fleet cannot. The seven checks below are the standard for joining it: it is what we will check on you and what will stop a load, with no guessing. Setup takes two fields to start and never asks for your bank details.
Run at every tender, not once at onboarding
The seven checks
The no-substitution clause
What we ask for
Requirements and pay
Start carrier setup
Good carriers get the harder freight.
Authority, insurance and identity re-checked at every tender. Re-brokering a Skyline load ends the relationship, and that is the rule we enforce hardest.
Checked against the load,
not the carrier profile.
Straight trucks staged for city delivery
Trailer type, deck height, set-point capability, permits and escort experience are checked against the freight in front of us. A carrier who runs reefer well is not automatically the right carrier for a tarped step deck.
List the equipment you actually run. We match freight to it.
Vetting draws on three things: public authority and safety records, commercial fraud and identity screening, and insurance verified directly with the carrier’s agent, never accepted as a forwarded certificate. Pickup identity is confirmed through VerifiedCarrier before freight is loaded.
We re-check authority and insurance before every load. Keep your coverage current and you will never lose a load to it.
Identity and contact verification
Legal name, DOT and MC number, physical address, phone and email domain checked against the FMCSA registered record before any rate is discussed. We call the number FMCSA has on file, not the one in the email signature.
Operating authority: status, type and age
Authority must be active, of the correct type (motor carrier of property, not broker-only) with BOC-3 on file and no recent reinstatement or reassignment of the MC number. Authority age is reviewed, and any exception is documented with a name attached.
Insurance, verified with the agent
The certificate comes from the carrier’s insurance producer directly, never forwarded by the carrier, with Skyline named as certificate holder so cancellation notice reaches us. Limits and exclusions are read, not skimmed. Our requirement: $1,000,000 auto liability and $100,000 cargo minimum, higher by commodity, with reefer breakdown affirmatively endorsed on temperature freight.
CSA BASICs and inspection history through FMCSA SMS. We read the safety record and the inspection pattern, and an open alert stops the load until someone here looks at it.
Fraud and double-brokering screen
Commercial fraud and identity screening, not a public-record lookup. FMCSA does not publish any of this. Prior re-brokering reports, identity flags and pattern checks: an MC reactivated after long dormancy · a company name changed with the DOT number unchanged · a dispatcher email or phone reused across multiple MC numbers · a rate accepted with no negotiation · refusal to accept tracking · any request to change remit-to or factoring on an already-booked load.
Contract, tracking consent, tender
Signed broker-carrier agreement with an explicit no-re-brokering and no-co-brokering clause. W-9, signed tracking consent, and factoring and remit-to on file and locked.
Pickup verification and close-out
At pickup: driver name and tractor/trailer numbers match the tender, the driver is called on the number the carrier provided, not one texted in, the first tracking ping lands within 30 minutes of dispatch, and the shipper confirms the arriving tractor matches. After delivery: a signed clean BOL naming the vetted carrier as the hauling party, on-time performance logged, incidents written to the carrier file, and continuous monitoring left running so authority lapses and insurance cancellations surface before the next load.
Carrier identity confirmed against the FMCSA record.
Legal name, authority status and insurance are checked against the federal record at every tender, and driver, tractor and trailer numbers are sent before pickup.
No re-brokering without written consent, in the agreement.
The broker-carrier agreement carries an explicit clause. Tendering a Skyline load onward without written consent ends the relationship, and that is not a warning we soften.
A third name on the bill of lading is treated as an incident.
It is the clearest evidence a load was double-brokered. We treat it as a reportable event, not an administrative discrepancy, and disclose it the day it is found.
The selection file exists before the load moves.
Seven checks, timestamped, kept. Every check is timestamped and saved, so if there is ever a dispute we can show exactly what we verified before the load moved.
Drivers change for reasons no operator controls: hours, illness, a truck that fails a pre-trip. The carrier does not change.
We own the fleet; brokered loads run to its standard.
Loads that fit our fleet of more than 150 tractors and trailers move on our own equipment. Everything brokered moves on a carrier checked at tender and never re-brokered.
We cannot promise a carrier never fails.
What we keep is the record: who was on the load, what was checked, and when.
No carrier change without written consent,
in the agreement.
The commitments live in the broker-carrier and broker-shipper agreements, where they are bounded and enforceable, not in a headline. Below is the work behind them and the clause language itself.
We keep records of every check. If a shipper’s lawyer asks, we can show them.
Every check in steps 1 through 5 is timestamped and archived in the carrier file: what was checked, what it returned, who cleared it, and the sign-off if a flag was passed. Every check is timestamped and saved in the carrier file.
Courts now allow shippers to sue brokers over careless carrier selection, which is why we keep verification records you can request.
What we need to get you approved.
Everything else waits until after.
Driver rosters, CDLs, registrations, VINs, SCAC, drug and alcohol policy and hazmat registration come after approval. Asking for them up front is the fastest way to make a good carrier give up halfway.
Payment terms, liability, indemnification, insurance minimums, and an explicit no-re-brokering-without-written-consent clause.
The load being tendered onward to an unvetted third party, and double payment when both the real hauler and the fraudulent carrier invoice.
Legal name, entity type, EIN and remit address.
1099 misreporting, and an identity cross-check: an EIN legal name that does not match the FMCSA record is a top fraud flag.
Certificate of insurance, from the agent
Verified coverage with Skyline named as certificate holder.
Altered PDFs. FMCSA warns that certificates can be fraudulent, so we go to the producer.
A live check against the FMCSA record, not an uploaded PDF.
Hauling on revoked authority, which voids the shipper contract and often the cargo policy.
Redirects remittance to the factor, on file before the first load.
Paying twice. Under the UCC, once a Notice of Assignment is properly given, paying the carrier does not discharge the debt.
Mismatched capacity on a load that needed a different deck.
What we require
to run our freight.
Here is what we require. It is the same on every load.
Standard terms are 30 days. Quick pay is a discount off linehaul for payment inside 72 hours; the rate is on the agreement, not invented per load.
- Breakdown endorsement verified with the agent, with its limit and deductible
- Continuous-run capability where the commodity requires it
- Temperature download at delivery
- Pre-cool to set point before loading
- Reefer fuel at least three-quarters at loading
run with us.
Everything worked out perfect! Booked a load with John CA to WA and was promised to get appointments for loading and unloading that we requested. Guess what, went perfect as promised! Truck was in and out on both receiving and shipping sides, and our driver enjoyed his transit. Very professional people, hope to do more business with them in the future. Wish there were more than 5 stars here! Good job!
BH Trans Inc
I started doing loads and dealing with John T at Skyline back in December. John T has always been courteous, polite and pleasant to deal with. He is quite the professional and very understanding if a problem arises. Their loads are always as described, I don’t have to sit around waiting forever for a rate con and if a problem does arise, they solve it quickly. I wish more companies were like Skyline!
Silver Wings Trucking
We pull the rest from the FMCSA record, so you do not type it twice.
The certificate comes from the producer directly, not forwarded by you.
The legal name has to match the FMCSA record.
Four steps to get set up.
Two fields to start.
We ask for what we need to dispatch and pay you. The rest comes after approval.
Four steps, and the first one is two fields. Nothing about your banking is collected here. That happens after approval, out of band, verified by callback.
Where your details come from
We pull your record so you do not type it, so what we hold matches what FMCSA holds.
Sample records, until the live lookup is switched on.
Your live FMCSA record.
What it reads when it is live.
Your packet is with us. Our onboarding team will reply with where to send your documents and match them to this submission. We request the certificate from directly, authority and safety screens run against the FMCSA record, and you hear from a person either way. If no draft opened, use this link .