Freight broker software that checks the carrier before the load
A load board shows you a truck and an MC number. It does not tell you whether the carrier who accepted your load is the one that actually shows up to haul it.
What brokerages are actually buying
5 things that decide this
- 01A broker's real product is trust, not tracking. The load board and the map are commodity; the carrier check behind them is not.
- 02Double brokering happens because MC numbers, DOT numbers and insurance certificates are checked once at onboarding and never again.
- 03DAT and Truckstop give you a posting and a bid. They do not tell you if the carrier accepting your load is the one authorized to run it.
- 04A rate confirmation and a signed BOL are the only proof you have when a shipper disputes a claim, so both need to be tied to one record nobody can edit.
- 05Your TMS stays the system of record for rates and lanes. New software should sit around it, not replace it.
The fraud happens between the bid and the pickup
Most brokerage software is built to move a load, not to question who is moving it. A carrier bids, gets the tender, then re-posts your load to a truck you have never vetted. You find out when the shipment goes missing or the cargo claim arrives.
Double brokering is the common name for it. One MC number accepts a load, then quietly resells it to a second carrier with no record of the handoff. A dashboard that only checks authority at signup cannot catch that. Fraud happens after signup, not before it.
The fix is to make eligibility a condition of every tender, not a one-time gate. Check MC authority, insurance status and DOT standing when a carrier accepts a load. Not when they joined your network six months ago.
- 01Re-verify carrier authority at tender time, not only at onboarding.
- 02Flag a carrier re-posting your load to a different MC number before pickup, not after.
- 03Tie the rate confirmation, the BOL and the delivery proof to one load record.
- PostLoad hits the boards.
- BidA carrier accepts the tender.
- VerifyAuthority checked once, or not again.
- Re-brokerThe load moves to a second, unvetted truck.
- DisputeNo proof of who actually hauled it.
Step three is where most brokerage software stops checking. Money leaks out at step four.
What a brokerage build actually has to solve
Carrier vetting that does not end at signup
MC authority, insurance and DOT standing checked against FMCSA data at tender time, not filed away after onboarding. A carrier whose authority lapsed last month should not clear a load today.
Load board integration that reads both ways
DAT and Truckstop postings need to sync into your own system so a dispatcher works one screen, not three tabs and a phone. Rate data has to flow in; your own postings have to flow out.
A load record nobody can quietly edit
Rate confirmation, signed BOL and delivery proof belong to one load, timestamped and locked. A correction becomes a new entry, not an overwrite, because that is the difference in a dispute.
Re-brokering caught before pickup
A carrier who accepts a tender and then reassigns it to a different truck should trigger a flag before the load leaves the dock, not a chargeback after it goes missing.
Checking a carrier once is not vetting
Most brokerage platforms treat carrier vetting as a step in onboarding: pull the MC number, confirm insurance is current, add them to the approved list. Then nothing checks that record again until someone remembers to.
Insurance lapses. Authority gets revoked. A carrier's MC number gets used by someone else entirely, which is the mechanism behind most double-brokering cases. None of that shows up in a system that only checked once.
We build eligibility as a gate on the action, not a flag on the record. Shift Link validates a worker's documents against a government register at the moment a shift is offered, not when they first registered. A brokerage tender needs the same rule: check standing when the load is accepted, every time.
- Re-check authority and insurance at tender time, automatically.
- Alert a dispatcher the moment a carrier's status changes mid-load, not at the next audit.
- Keep the check itself in the record, so you can show a shipper what you verified and when.
Credential-gated systems we have shipped
The stack behind brokerage and vetting work
Integrations
Platform
Controls
What brokers ask us first
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. Flag any reassignment to a different MC number before pickup so a dispatcher can hold the load instead of finding out from a shipper's claim.
02Can you integrate with DAT or Truckstop?
Yes. Both expose APIs for load postings and carrier data. The integration work connects that feed to your own tender, rate confirmation and dispatch screens, so a broker works one system instead of switching tabs.
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. We build the verification and evidence layer around it, connected by API, so the migration risk stays off the table.
04What proof do we need if a shipper disputes a load?
A rate confirmation, a signed bill of lading and delivery proof, all tied to one load record and timestamped at the point of capture. A correction should add a new entry rather than overwrite the original, so the record still shows what was true when the load moved.
05How often should carrier authority actually be checked?
At every tender, not once at signup. FMCSA authority and insurance status change over the life of a carrier relationship, and a system that checked six months ago is checking nothing today.
06What does a first piece of work with you look like?
Scoping calls cost nothing. Bring the workflow that costs you the most. A load you cannot prove was delivered, a carrier check that only runs once, or a load board feed that still means manual re-entry. Going into your existing codebase to answer it is a paid two-week diagnostic, and it ends in a fixed price.
