How a Load Runs, From Quote to POD
From quote to proof of delivery: fleet check, carrier verification, tracking inside 30 minutes, and one accountable person on every load.
Seven steps, and you have one name for all of them.
Step one is whether the load fits our own fleet. Past that, what decides whether a shipper keeps a provider is the Thursday afternoon reject, the reefer that loses set point at 2am, and whether a specific person picks up.
The seven steps
Get a quote
Brokered carriers are verified
at every tender.
Identity, authority and insurance are checked against the FMCSA record before dispatch, every time, and the full seven-check standard is published in one place. Read it on the carrier setup page .
Seven steps, and one name
on every one of them.
Step one decides whether the load ever needs a broker at all. The same person carries the load from quote to invoice.
Before anything is brokered, the load is checked against our own fleet: reefer first, then flatbed and dry van. If it fits, it moves on our equipment with our driver, and it never touches the brokered market at all.
Temperature freight gets first call on our own reefers.
You send the lane, the commodity, the dimensions and the appointment. We come back with a rate and, more usefully, with what we think the risk is: whether the appointment is realistic, whether the equipment is right, whether the load is about to become a permit problem.
If it is oversize, this is where we tell you it needs an escort, not after you have booked the crane.
Rate confirmation issued with everything specified that a claim would later turn on. On temperature freight that means the set point as a number, continuous or start-stop stated explicitly, pre-cool required, and reefer fuel minimum. On open deck it means securement and tarping.
Ambiguity on a rate confirmation is a carrier’s defense.
Carrier checked and dispatched
On a brokered load, the carrier is verified at the tender, not once at onboarding: identity, authority and insurance against the FMCSA record, with every check timestamped in the carrier file. The full standard lives on the carrier setup page.
On a fleet load this step is our own driver, our own tractor and our own maintenance record.
Agreed before dispatch, not improvised. Tracking on every load. First ping inside 30 minutes of dispatch. Check calls at a stated frequency. On reefer, an alarm protocol naming who gets called at what deviation and how fast.
If a truck goes quiet, you hear it from us first.
Delivery and POD
Signed clean BOL, with the tendered carrier named as the hauling party. A third name on the BOL means the load was double-brokered and we want to know that day. Temperature record collected at delivery, not requested three days after a rejection.
The paperwork exists whether or not anyone asks for it.
Invoice and close-out
Invoice with the POD attached. Carrier performance logged. Anything that went wrong written to the carrier file so it surfaces before the next tender.
The invoice matches the confirmation line for line.
Continuous set point. Written before the truck rolls.
Continuous, not cycle-sensing, and stated on the rate confirmation before the truck rolls, so the driver and the receiver are reading the same number. And the excursion procedure (who calls whom, what the receiver will accept, who decides on a reconsignment) is agreed before the truck rolls.
Set point, continuous operation and fuel level written on the confirmation the carrier signs. Cycle-sensing is a rejection reason, not a surprise.
A clean signed bill of lading the day it delivers, with photographs where anything is in question.
Who we call, what the receiver will accept, and who authorizes a reconsignment or a claim. Agreed while the freight is still on the dock.