Freight broker software that checks the carrier before the load
A load board shows you a truck and an MC number, not whether the carrier who accepted your load is the one that shows up. We build the layer around your TMS: authority and insurance re-checked at every tender, check calls and tracking run by agent, and a rate con, BOL and POD tied to one load record nobody can quietly edit.
What brokerages are actually buying
3 things that decide this
- 01Your real product is trust, not tracking. Boards and maps are commodities every brokerage has; the carrier check behind them is the thing that decides whether you eat a cargo claim this quarter.
- 02Double brokering happens because MC numbers, DOT standing and insurance certificates get checked once at onboarding and never again. Authority lapses, insurance expires, and an MC number gets used by someone it doesn't belong to, none of which shows up in a system that checked six months ago.
- 03A rate confirmation and a signed BOL are the only proof you hold when a shipper disputes a claim, so both need to live on one load record, timestamped at capture and locked afterwards. A correction should post as a new entry, because an overwritten record stops being evidence.
On the record
What you can check before you call
5.0
Clutch rating from client reviews
4
countries our client work runs in: US, UK, Switzerland, Australia
2017
building since. TechNova 2026: Best AI-Native Software House of the Year
2 mo
of support and maintenance free after launch. NDA before the first call
Eight places a brokerage leaks time and margin, and what we put in each one
Eight areas our audits keep finding across brokerages, in the order a load meets them. Each links to the page that owns it.
The order typed once, by nobody
Shipper orders arrive by email, portal and EDI 204, and your team types each one into the TMS and then into a spreadsheet somebody trusts more. An intake agent reads the document, validates the stops and the accessorials, creates the load, and queues what it can't resolve with the original attached.
Logistics automation →
Carrier vetting that doesn't end at signup
Authority, insurance and DOT standing get checked once and filed. We make eligibility a gate on the tender instead of a flag on the record, so a carrier whose authority lapsed last month can't clear a load today, and the check itself stays in the record where you can show a shipper what you verified and when.
Logistics automation →
Re-brokering caught before pickup
A carrier accepts your tender and quietly re-posts the load to a truck you never vetted, and you find out when the shipment goes missing. We watch for a reassignment to a different MC number and flag it before the load leaves the dock, so your dispatcher can hold it rather than argue a chargeback.
Logistics automation →
The check call nobody makes
Your dispatcher spends the afternoon phoning drivers for a location the ELD already reported. We run check calls by text and voice off the carrier or telematics feed, push EDI 214 status updates to the shipper automatically, and put only the off-plan loads on a person's screen.
Logistics automation →
A load record nobody can quietly edit
Rate confirmation, signed BOL and delivery proof belong to one load, timestamped at capture and locked afterwards. A correction becomes a new entry rather than an overwrite, which is exactly the difference between a record that wins a dispute and one a shipper's lawyer takes apart.
Logistics automation →
Load board data on one screen
Your dispatcher works three tabs and a phone because the boards, the TMS and the email thread never met. We pull postings, rates and carrier data into your own tender and dispatch screens, and push your postings back out, to the depth each provider's API allows.
Custom software for industrial operators →
Margin per lane, before the month closes
You know the spread on a load and you learn the truth about a lane weeks later, once the accessorials and the detention have landed. We join the TMS, the settlement and your accounting into live margin per load and per lane, read-only against the systems that own each fact.
Custom software for industrial operators →
Every shipper sees its own numbers
Shippers now expect a portal your TMS doesn't ship: load status, documents, the detail behind an accessorial. We build it off the record you already keep, with each customer isolated from every other. WAIQ, the operations and execution platform we built for a multi-site business, is that shape.
Custom software for industrial operators →
From the tender to the invoice, and where the machine takes over
Four stations of a load's life through your brokerage. Pick your system to see what each step writes back; DAT, Truckstop, project44 or your own TMS follow the same pattern to the depth your account exposes, and we confirm that during the audit.
Station 01 · The order that gets typed twice
- Today
- A shipper order lands by email at 4:40pm with the stops in the body and the accessorials in an attachment. Your CSR types it into the TMS and again into a spreadsheet, and one of the two carries a wrong appointment window.
- What we automate
- An intake agent reads the email, the PDF or the EDI 204, validates the stops and the appointment windows, creates the load, and queues anything ambiguous with the source document and the specific field flagged.
- What stays human
- A new shipper, a rate that doesn't match the contract or an address that won't validate goes to a person. Nothing gets invented to make a record look complete.
Writes to McLeodLoad created with stops, appointment windows and the shipper reference.
Station 02 · Tender, and the carrier check
- Today
- You post the load, three carriers call, and the one you pick cleared onboarding eight months ago. Nobody re-reads the insurance certificate, and the MC number on the rate con is the only thing anyone checks twice.
- What we automate
- Carriers are matched from your own lane and rate history, then authority, insurance and DOT standing are re-checked at the moment the tender is accepted. Your rate con goes out and comes back signed, and a reassignment to a different MC number raises a flag before pickup.
- What stays human
- Tendering a load and agreeing a rate stay with your dispatcher. A carrier that failed the check is held for a person, never auto-tendered and never silently cleared.
Writes to McLeodCarrier assignment, rate confirmation and the vetting result on the load.
Station 03 · In transit, and the check call
- Today
- Your dispatcher phones drivers all afternoon for locations the ELD already knows, and the shipper gets a status update when somebody remembers. A load running late surfaces as an angry call rather than a flag.
- What we automate
- Check calls run by text and voice off the carrier or telematics feed, EDI 214 status updates go to the shipper automatically, and a load off its plan is escalated to your dispatcher with the history attached rather than sitting on a board nobody refreshes.
- What stays human
- Deciding to re-cover a load, offer detention or call a shipper stays with your dispatcher. An agent that can't reach a driver escalates; it never guesses at a location.
Writes to McLeodCheck-call and tracking events appended to the load record.
Station 04 · Delivered, proved and invoiced
- Today
- Delivery happened on the Tuesday. Nine days later a shipper disputes it, and your team spends a morning in call recordings and text threads reconstructing a Tuesday. Your only POD is a photo in a shared drive next to a load number.
- What we automate
- POD, signature, GPS and the time the work happened are bound to the stop and locked, with the rate con and BOL on the same record. An invoice is raised off the delivery event, and anything delivered without billing is flagged the same day.
- What stays human
- Your controller releases the invoice, and accepting a claim or waiving a charge stays with a person. We assemble the evidence and put it one click from the load.
Writes to McLeodPOD, documents and charges attached to the load for invoicing.
Each station links to the page that owns it. Tendering a load, agreeing a rate and settling a claim stay with a person at every one.
We don't replace McLeod or whatever TMS you run. We build what it won't.
Your TMS holds your rates, your lanes and carrier relationships built over years, and your dispatchers work it faster than they'd work anything new. It doesn't re-check a carrier at tender, run your check calls, or hold a load record an auditor and a shipper's lawyer would both accept. Replacing it doesn't close those gaps; it moves them, and it puts your whole rate history through a migration nobody asked for.
So the access model matters more than the badge on the login screen. McLeod, DAT, Truckstop, project44 and your own TMS each expose loads, postings, carrier data and events through APIs or EDI to different depths, and some gate that access behind a plan or a partner programme. We've not shipped an integration into your specific instance, and we won't pretend otherwise: we confirm exactly what your account exposes during the audit and design to it, and where the API stops we build an exception queue your staff clear with one click instead of re-typing.
- 01Load, carrier, event and charge write-back into your TMS, with the source document attached.
- 02Your TMS stays the system of record for rates and lanes; where it disagrees with us, it wins.
- 03EDI 204, 210 and 214 handled as transactions with an exception queue, not as email attachments and memory.
No software runs a line, releases a lot or dispatches a truck without a person. We write that down first.
A plant, a warehouse and a fleet sit under rules that don't bend for software: a line stops on a person's call, a food lot is released or held by QA, a load is tendered by a dispatcher, and the record (the traveler, the batch record, the POD) has to survive an auditor or a recall. So every build starts with a one-page map of what the software records, what it only proposes, and where a person signs.
What follows is simple to state, and we put it in writing. Alerts are designed to be trusted, which means few, specific and escalated; an alarm that cries every hour trains people to ignore it. Records are timestamped, immutable and gap-honest. Invoices, releases and tenders are approved by the person who owns them. And every automated touch is logged so an auditor, a customer or a regulator can read what happened, and when.
- 01Releases, tenders and invoices approved by a person; the software assembles, routes and chases.
- 02Alerts few and trusted; records immutable and gap-honest.
- 03A rate confirmation, a BOL and a POD are immutable once captured; a correction is a new entry, and the vetting result stays on the load.
“They will treat your vision like their own and build it that way.”
Ron Klabunde · Founder, SmartREI ↗
“TankAware has revolutionized how we manage petroleum sites. The real-time data and automation have exceeded expectations.”
Blake Sutherland · President, Sutherland Excavating Ltd.
Some of the systems we have shipped
- AuditFree. We read last month's loads and how each order arrived, your check-call volume and who made those calls, how often a carrier gets re-verified, and what your TMS will and won't expose.
- DiagnoseWe map the path into your ERP, TMS or WMS and accounting, and walk the floor or sit with dispatch for an afternoon.
- BuildFixed price from the diagnostic. Tested on your real orders, jobs and loads, under NDA.
- RunMonitoring, a named engineer, and the first two months of maintenance free.
Best fit: an operator with an ERP, TMS or WMS you've outgrown in places, more than one site or shift, and a month-end you can feel. Not a fit yet: a ten-person shop that needs its first system, and we'll say so. You can stop after any stage; the audit note is yours either way.
Before you book
01How do you stop double brokering before a load moves?+
Re-verify carrier authority, insurance and DOT standing at the moment a tender is accepted, not only during onboarding. Then watch for a reassignment to a different MC number and flag it before pickup, so your dispatcher can hold the load instead of hearing about it from a shipper's claim. Every check stays on the load record, which is what you show a shipper afterwards.
02How often should carrier authority actually be checked?+
At every tender. Authority gets revoked, insurance lapses, and an MC number can be used by someone it doesn't belong to, so a system that checked at onboarding six months ago is checking nothing today. Making eligibility a condition of the tender rather than a flag on the record is the whole difference.
03Do you replace our TMS?+
No, and be cautious of anyone who offers to. Your TMS holds rates, lanes and carrier relationships built over years, and your dispatchers are fast in it. We build the verification, communications and evidence layer around it, connected by API or EDI, which keeps the migration risk off the table entirely.
04Can you integrate with our load boards?+
To the depth your account exposes, and we confirm that during the audit rather than promising it now. DAT and Truckstop both publish APIs for postings and carrier data. That build connects the feed to your own tender, rate confirmation and dispatch screens, so your dispatcher works one system instead of three tabs and a phone.
05Will an agent phone our carriers and drivers?+
For check calls, tracking and POD chasing, yes, by text and by voice, and it identifies itself. It asks for a location and a status, records what it's told, and escalates anything off-plan to your dispatcher with the load history attached. Tendering, agreeing a rate and settling a claim stay with a person, every time.
06What does the free Load-to-Invoice Audit actually involve?+
An engineer reads last month's loads and how each order arrived, your check-call volume and who made those calls, how often a carrier gets re-verified after onboarding, and what your TMS account exposes. You get a written note with the gaps and the shortest path through them. It's yours whether or not you hire us, and there's an NDA before the first conversation.
A senior engineer, not a sales rep
Abdul Basit founded Hashlogics in 2017, and the team runs from Lahore with a US LLC. Clients rate the work 5.0 on Clutch, and in 2026 it was named Best AI-Native Software House of the Year at TechNova. Shift Link, the workforce-compliance and scheduling platform for regulated staffing, and WAIQ, the operations and execution platform for a multi-site business, are two of the systems we built and can show you.
Your audit call is with an engineer who has read travelers, load boards and month-end reconciliations like yours. Bring last month's numbers if you have them, and we'll work from those.
- NDA before the first conversation.
- No pitch on the call. A note you could hand to another firm.
- Fixed price after the diagnostic, so the number isn't a guess.
More for freight brokers
- Industrial: manufacturing, logistics and food →The hub: what we build across plants, warehouses and fleets.
- Logistics operators →The segment above this one: 3PLs, brokers and fleets.
- Logistics automation →Intake, carrier communications, tracking and billing.
- Fleet management software →For the assets you run yourself: cost per mile and per asset.
- Custom software for industrial operators →Integration, shipper portals and the reporting your TMS won't build.
- How to stop re-keying orders into your TMS and ERP →What an intake agent reads, and what it must refuse to guess.
- The load moved. Proof of it did not. →Why the evidence trail is the product in a claim.
- AI agents →The agents that run your check calls and chase your PODs.
