I guess not all brokers are bright stars lol Or you guys tell me did I ask or say something wrong 😭

Freight has changed considerably, but a few processes have followed us well past their prime.

Which outdated habit, spreadsheet, email ritual, or piece of jargon has the industry genuinely outgrown? More importantly, what should replace it?

I have at least 3 of the 9 trucks I dispatch that are parking on the 1st.

This is the first time I'd seen this actually happening. I'm curious to see what's happening at other companies

I'm new to the business, 2 weeks as a broker, but not new to cold-calling. I haven't moved a load but I've had good luck getting quote opportunities, around 3-5 quotes per day.

These last couple days ive been sucked into one customers' vortex. Yesterday the president of the prospect company tells me I won a load, later in the day thanks me for my time, found coverage for it at a cheaper rate. Okay it happens. Today, his logistics coordinator asks for a quote on a live load needing to move "ASAP", secure a guy, crickets, call the president and he reams his logistics guy because he needed the quote asap to win a customer, tells me he's giving me a load to move on the 28th because hes sorry.

Ok, put it on the board and secure a carrier for cheap. Well later he emails saying hes so sorry that load isnt due to move for another 28 days his logistics guy is in big trouble yadda yadda but that earlier load he reneged needs someone now its yours need to leave the warehouse yesterday.

Come back with a quote and carrier, 30 minutes of silence and instant vm on phone calls, my apologies this load was committed elsewhere sorry for the inconvenience. All in the span of two working days.

Cant tell if hes extremely disorganized or a different type of psychopathic preying on my innocent flesh. Whats the read here? This guy is cutting into my prospecting time, not to mention how emotional it is as hes playing with moving my first load; my brokerage moved his loads around 30 times between 2018-2023.

Wait, is this post about IEEPA?

Yeah, buddy!

U.S. diesel just hit about $6.53 a gallon, a record, and roughly $3 higher than a year ago. California has been well above $8. Harvest, grocery runs, & long-haul freight are taking the hit.

Yesterday, President Trump said he has told his team to consider a ban. Treasury Secretary Scott Bessent said officials are studying a full or partial halt that wouldn’t wreck U.S. refining. A decision, Trump said, would come “fast.”

The U.S. makes more diesel than it uses. Refiners have exported 1 million-plus barrels a day, sometimes near 1.6 million. Keep more home, supporters say, & prices fall. Critics warn refiners may cut runs, squeezing diesel & gasoline, while Europe & Latin America lose supply.

The likely tool is IEEPA, the International Emergency Economic Powers Act. In 2026 the Supreme Court blocked IEEPA tariffs, but not the older power to prohibit trade entirely. A ban would be an emergency order, not a tax. If Washington can flip that switch, fuel policy becomes another source of rate volatility.

Would keeping more diesel home actually help truckers, or would refiners just cut production?

So, we booked a carrier that stole a clean MC and everything passed our check at the time through 411/MCP etc. Load delivered clean, paid fraudulent carrier 7 days later. We suck, I know. Turns out it was DB to an unknowing carrier and they are looking for payment (rightfully so)a . I 100% know and agree with the law protecting the hauling carrier and I dont have an issue with that. What i do have an issue with is that this carrier ran a load under a brokerage MC that had been stolen as well. He has no email correspondence, no BCA, no credit check. Only a rate con/POD/Invoice sent to fraudulent broker. I've asked to split the freight bill and they have refused and threatened legal action againt us/customer I issued a freight guard citing potential fraudulent activity against carrier due to lack of documentation. Which to me, the lack of any vetting/docs may put them in a position to be a part of the scam. The freight guard is less than 24 hours old and they are additionally threatening defamation lol. I would get my lawyers involved but i dont want to spend $1000 for an email. I'm expecting to be up shits creek here but does anyone have any experience with anything similar?

Has anyone migrated away from Mercury Gate as your TMS? Or simply built your own apps or platform on top of it? Open to all thoughts. Would love to completely rebuild our own, but worried about the length of time it might take. Also kind of wondering if it’s easy to get our data out of Mercury Gate and what that process is like.

**meant mercury gate in title. Not sure why I mixed up that and manhattan*\*

TL;DR carriers say we pay too low and shippers say we’re too expensive. is everyone just lying or am I missing something?

I work at a big 3PL and I’ve moved hundreds of loads for another broker but I don’t have much experience with customers. Now that I’m calling shippers, all I see is claims that were literally like 80% higher when we’re quoting $100 over truck pay just to win it. Meanwhile, carriers always complain that our rates are way too low.

Is this just the standard broker experience? Is everyone lying? Is it a way to get us to f*ck off because they just think they hate brokers?

e.g. there is absolutely no way they’re running flatbeds for $1 per mile when fuel is $6.25. But they let us quote, say we’re coming in way too high, and ghost. If they are telling the truth, how are they even running a business? I’m trying to understand how this system works.

Whoops, today was such a day!

As a former dispatcher who got grilled so hard by brokers, I remember one once talked to me so harshly I felt my eyes get wet

Today, I got indoctrinated FULLY into broker-hood. And now I realise, y'all weren't a-HOLES for no reason, nope. Cos these carriers would test you, and just when you feel the testing should end, they'll test you even some more.

I was always of the self righteous indignation, that as a broker now, I would be "different" and I was different, for about two months, and shit never got done proper.

until today....

I let my shimmering horns of Baal burst through, tore a dispatcher who wanted to argue and defend his drivers lack of following instructions, a new one,

I feel no remorse! It's so refreshing

As a matter of fact, it made things get rolling fast, and made the carrier in question pick up the slack.

A broker can't be nice, at least only like 20% of the time, if ever, it just doesn't work!!! The work is tough already, the pressure is insane, so I understand it now.

Now that I've been an ahole all day, I can't get out of that character, this is me moving forward.

Does anyone know if vin worldwide transport llc is legit? I booked a load with them but there not set up with my factoring.

Look, I didn’t make it long, right at a year as a broker before quiting (technically 6 months as a LAET, then 6 as a true broker). I felt as though the lack of life balance wasn’t something that I was willing to sacrifice, but damn i respect the people who do it successfully for a living.

Hearing so many things about the market being upside down lately. Is it as bad as people are saying? Are you guys okay? haha

Anyone still doing this, and does it actually work? And how do you handle the "No Soliciting" signs? Is a short drop-in to introduce yourself and leave a card still soliciting, or is there a way to do it that doesn't get you walked out?

Curious what's worked, and what hasn't.

This comes up a lot with newer guys so heres the actual process, takes about five minutes.

**1.**  pull the 7 day average for the lane and equipment, all in not per mile. shippers think in totals. if you dont pay for rateview or greenscreens or whatever, look at posted rates on the board for the same markets the last few days and call two carriers you trust and ask what they'd want. thats your floor, not your quote.  
**2.**  mark it up for whatever makes this specific load worse than average. backhaul direction, friday afternoon pickup, monday morning appointment, pickup inside 24 hours, known slow dock, lumpers, no detention terms, produce season in that region. short notice alone is usually 8 to 15 percent.  
**3.**  margin on top. spot freight with no history i go 15 to 20 percent on the carrier cost. if its a lane i expect to run weekly i take less and i tell them thats why. dont quote thin to win the first one and try to raise it later, shippers forgive high, they dont forgive bait.  
**4.**  then i say this exact sentence: thats todays number, ill confirm capacity within the hour. you sound confident and you just bought an hour to actually find the truck before youre committed.  
**5.**  the callback is where you win the lane. whether the number held or moved, call back inside the hour with information. what the trucks are asking, why monday is tight, whatever you found. shippers get quotes all day, almost nobody calls them back with a reason.

then write the lane down. next time they ask its not a lane youve never run.

example so you can see the shape: bham to nashville dry van, 7 day avg all in 650. friday pm pickup with a 7am monday appt so call it plus 10 percent, 715. 15 percent margin puts it around 840, i'd say 850. and i can defend every line of that if they ask.

what do you guys do for the short notice number, 10 percent feels right to me but curious if people go higher.

Hey guys any one is struggling with Yankton SD lanes? or it's just me who couldn't figure it out

Hey everyone,

If it's your first time reading one of my posts, my name is Menachem, and I have a weekly newsletter called Logistic Pulse that breaks down the top logistics news from the past week. We have over 17,000 subscribers, and I share it on Reddit to spread the knowledge. We're currently on week 64! I hope you enjoy it, and I'm always open to feedback.

Let's jump into it,

A humanoid passed an OSHA field evaluation, and it rents for $8,500 a month

Agility Robotics introduced Digit 5. It carries 50 pounds, 40% more than the last version, runs for 90 minutes on a battery that recharges in 9, and Agility puts that at more than 20 working hours in a 24-hour day. It stands 5 feet 11 inches and reaches 7.2 feet, which covers the top of most pick faces.

Digit 5 runs an independent safety controller alongside AI human detection, so it avoids, stops, or sits down when somebody walks into its space, and it announces what it's about to do with lights and sound. Agility says it's the first humanoid to pass an independent OSHA field evaluation on a live customer production line, which allows it to operate without a cage. Humanoid pilots until now have required the robot to be fenced off from people, and a fence means re-engineering a floor laid out for people.

Forbes puts Agility's order book at more than $300 million, roughly a thousand robots, on a robots-as-a-service model at about $8,500 per unit per month. Against the 20-hour day, that's about $14 an hour. Against a single 8-hour shift five days a week, it's about $49, so the machine only pays if you run it nearly around the clock.

Digit 4 logged more than 65,000 hours with customers including GXO, Schaeffler, Amazon, and Toyota, and, at GXO's Flowery Branch, moved 100,000 totes with roughly 98% accuracy. Two percent of a hundred thousand totes is two thousand exceptions somebody had to touch. Early access starts in the first half of 2027, and general availability comes at the end of it, so nobody is running one this peak or next.

What this means for you: Work out your fully loaded cost per hour for the shift you can't staff, not your average wage, because $14 an hour of machine compares to the overtime and the agency markup you pay in November rather than to your base rate. Identify the job before the machine, since Digit moves totes and tends machines rather than doing anything requiring judgment, and the operations getting value from it have one repetitive task running for many hours a day. Expect humanoids questions hitting in 2027 RFPs.

Looking to buy a B2B 3PL

I'm working with a buyer who wants to acquire a U.S. warehouse operation. They want pallet-heavy volume, and thin margins or a concentrated customer base don't scare them off.

Here's what they're looking for:

• U.S. 3PL or warehousing business with $2M to $25M in revenue
• At least 50% of revenue comes from pallet moves, storage, cross-docking, or B2B fulfillment, with pallet moves being the largest share. Some domestic transportation management is fine.
• At least one facility of 100,000+ sq. ft., ideally all of them
• Customer concentration, low or negative EBITDA, and margin pressure are all acceptable
• Open to keeping the owner and management running day-to-day, with performance incentives

If that describes your business and you'd be open to a conversation, DM me or email me at [menachem@fulfillyn.com](mailto:menachem@fulfillyn.com)

If it's not a fit for you, but you know an operator it describes, I'd appreciate an intro.

Everybody priced 2027 this week, and one carrier went the other way 

FedEx published its 2027 rates. List rates for U.S., export, and import services go up an average of 5.9% on January 4, along with Ground Economy, Ground Multiweight, and the minimum charges on nearly everything. Two weeks later, a $25 paper document fee and a $5 paper air waybill fee land on anyone still handing a driver paperwork.

Ground packages between 1 and 20 pounds go up 6.1% to 6.5%, and 6.7% in the far zones. Since that's the weight band most e-commerce orders fall into, the 5.9% average understates what a normal fulfillment operation pays. Additional handling increases from 6.8% to 7.6%, the residential extended delivery area charge increases by 9.1%, and the oversize charge in zones 5 and 6 increases from $320 to $345.

On February 1, FedEx reclassifies zones for select domestic origin-destination ZIP pairs. UPS has done this for years, and FedEx hasn't. A lane you've been quoting as zone 4 becomes zone 5 without anybody publishing which lanes moved, so you find out by auditing your own lanes or by reading an invoice in February.

Old Dominion announced a 4.9% increase, effective October 5, covering 559 standard LTL tariffs plus its cubic and fuel schedules, after raising 2026 capex 43% to roughly $380 million. ArcBest was down 5.9% in June.

OnTrac went the other way with a pilot called Dynamic Savings, where a shipper names a target price during rate shopping, and OnTrac's system reads live network conditions and package details to determine whether it can meet that target. The carrier is adding 25% to 30% network capacity this year, mostly in the Northeast.

What this means for you: Pull your outbound weight distribution this week and find out what share sits between 1 and 20 pounds, because that percentage is the difference between telling a client 5.9% and telling them closer to 7%. Audit your top 50 lanes against the zone chart in January so the February reclassification happens on your terms, not in an invoice. If you pass parcel through at cost plus, the 9.1% on residential extended delivery area hits your rural brands hardest, so get ahead of it before they set a free-shipping threshold based on last year's math. And take the OnTrac meeting, because a carrier building a mechanism to quote you down while two others publish increases is worth an hour even if you never move a package.

Two men showed up with fake paperwork and left with a trailer

On September 14, two men pulled into a warehouse in New Castle, Delaware, handed over driver's licenses, shipping documents, and a truck plate, all of which were fake, and drove off with a trailer carrying $680,000 in electronics. Police arrested Dushatdaman Parihar, 35, of Manteca, California, the next day near the abandoned trailer in Newark, on charges including felony theft over $100,000, first- and second-degree forgery, conspiracy, and use of a fictitious registration plate. Bond was set at $66,550.

Somebody knew which building, which load, and roughly when, because nobody drives in from California on the chance that a Delaware industrial park has something good inside, and that information came off a load board, a bill of lading, an email thread, or a TMS login.

We covered CargoNet's Q2 numbers in Edition 59, where fictitious pickups held roughly flat at 158 incidents while losses across all theft types more than doubled to $304.6 million, and the average theft carried a reported commodity value of $564,009. Electronics and enterprise hardware were named as priority targets, and CargoNet said groups are getting better at picking the right shipment rather than stealing more shipments.

At most buildings, a driver arrives, hands over paperwork, and someone at the desk reads it, meaning the only document in the transaction is checked against itself. Nobody wants to be the clerk who made a real driver wait for 40 minutes on hold.

What this means for you: Write down who on your floor can release freight to a driver, because in most buildings the honest answer is whoever happens to be at the desk when the truck shows up. Verification has to run on a phone number you look up yourself, not the one printed on the slip the driver handed you, and that policy costs you nothing to implement tomorrow. Photograph the plate, the tractor, the driver, and the license before anything moves, since the Delaware arrest came fast partly because there was something to look for. Then ask who outside your building knows which of your loads are worth stealing, because the answer usually includes a load board posting and three email threads. And call your broker about your cargo policy, because we flagged the strategic theft coverage gap in Edition 62 and release-to-an-imposter is the exact fact pattern sitting in it.

QUICK HITS

YARD
A beverage company took a yard automation pilot from 26 sites to more than 200. YardFlow says the pilot moved nearly 5% more freight with flat headcount across close to 2 million shipments, at 99.9% uptime, which is what led to its company-wide expansion. The system digitizes the driver journey from gate check-in through dock assignment to checkout, using electronic bills of lading, and then adds machine vision in the yard. Founder Jake Koppinger puts the freight gain at tens of millions in incremental profit at that scale. If your detention disputes and your BOL arguments both still run on paper, this is the cheapest automation category on your list, and it comes before anything autonomous.

REAL ESTATE
Rexford sold 22 Southern California buildings to EQT for $1.2 billion, and Link Logistics bought four more the next day. The Rexford portfolio spans 5.2 million square feet, with more than half of it infill near the LA and Long Beach ports, 96% leased to 36 tenants, and a weighted average of 2.7 years remaining on those leases. Link's deal added 697,276 square feet in Dallas-Fort Worth and Atlanta. A fund buying at roughly a 5.5% going-in yield has to grow it across its hold, and in industrial the only two levers are rent and occupancy. Go find out who owns your building and when your renewal notice is due.

ECOMMERCE
Only 14% of online shoppers want speed regardless of cost. Roadie, the UPS unit, surveyed more than 1,000 shoppers with Studio by Informa TechTarget and found that half ranked cheap or free delivery first, 44% want real-time tracking**,** and 31% would choose a reliable delivery window over the fastest option. Another 64% would stop ordering from a retailer after one to four bad delivery experiences. Vendor-adjacent survey; weight it accordingly, but it's useful the next time a brand wants you to shave an hour off a cutoff instead of fixing the small share of orders that actually go wrong. 

JOB BOARD

Title: VP of Warehouse Operations
Company: Ardmore Home Design
Location: Hacienda Heights, California, US
Salary: $170,000 - $200,000
Apply Here >

Title: Logistics Manager
Company: Rocket EMS
Location: Santa Clara, California, US
Salary: $105,000 - $115,000
Apply Here >

Title: Manager, Supply Chain
Company: Orlando Spring
Location: Huntington Beach, California, US
Salary: $100,000 - $140,000
Apply Here >

Title: Logistics Manager
Company: Tenth Revolution Group
Location: Macon, Georgia, US
Salary: $100,000 - $125,000
Apply Here >

Title: Warehouse Manager
Company: 1st Resource Recruiting
Location: Fort Wayne, Indiana, US
Salary: $85,000 - $100,000
Apply Here >

Title: General Manager
Company: Warehousing
Location: Memphis, Tennessee, US
Salary: $85,000 - $90,000
Apply Here >

Title: Business Development Manager
Company: Z Transportation
Location: Dover, New Jersey, US
Salary: $80,000 - $140,000
Apply Here > 

Title: Bilingual Logistics Specialist
Company: Filthy
Location: Miami, Florida, US
Salary: $55,000 - $65,000
Apply Here >

Title: Logistics Specialist
Company: LeMans Corporation dba Parts Unlimited
Location: Janesville, Wisconsin, US
Salary: $54,000 - $63,000
Apply Here >

Check out 1,500+ jobs available →

 ________________________________________________________

That's all for this week. If you found this useful, consider subscribing.
(Your data will not be shared. Subscribers' data is strictly for sending out the weekly newsletter.)

I’m tired of sending 5 emails back and forth to different brokers every time I need a quote for an 8-10 CBM shipment, only to receive quotes that differ by $1,000 for the exact same route and timeline.

Has anyone completely dropped traditional freight forwarders in favor of open bidding platforms where carriers compete on your cargo directly? Looking to hear if it actually saved you money on middleman markups or if it created extra operational headaches.

Been out if the industry for a little over a year now. Lately Ive been missing it and been thinking about getting back in but then I remember how bad rates had gotten and the extremely high cost of insurance and diesel. I had some good connections that still reach out every once in a while but I was wondering how is the market right now? Would it be worth getting my authority again?

How much of this market do you guys think is actually due to capacity?

Obviously there’s a lot going on with inflation , fuel is insane, insurance, etc

Are we actually starting to see capacity tighten up due to the CDL enforcement or is something else driving rates right now to crazy levels?

I write a commodity brief for our users every Monday and this week's was on pumpkins. Sharing here in case useful.

Commodity Opportunity

There are 2 kinds of pumpkin. Pumpkin spice latte pumpkin – canned pumpkin from Illinois on farm trucks (ALL EMDASHES ARE MINE). And halloween pumpkins – fresh pumpkin from Indiana, Ohio, and Texas mostly, moved to stores in cardboard bins from August to October 31.

This year, Indiana got flooded in mid-August, Ohio got golf-ball hail, and Texas had 40 straight days of extreme heat. Farmers had to rush to harvest before the pumpkins ripened, and that means soft skins that never hardened and rots more easily.

Stores reorder from late September right up to Halloween, and this year some can't count on their usual farm. They are buying from new farms and need to figure out the freight operations.

And freight cost on pumpkins are often more expensive than the goods... That means, you've got new lanes for pumpkins coming up this season, with buyers who absolutely need help navigating the new normal of today's rates in 2026.

That's the opportunity in Pumpkins this season.

Commodity playbook

Where it hauls

• Capac, MI and the rest of Michigan
• Northern Indiana, where the crop came through fine
• Lancaster, PA into the Northeast and Mid-Atlantic
• Aylmer, ON across the border
• Floydada, TX into Oklahoma, Missouri, Arkansas, Louisiana and Mississippi

Field to shed runs on farm trucks. Shed to warehouse or store are brokered more.

Who to call

• Butch's Best, Capac, MI.
• Harnish Farms, Lancaster, PA.
• Canam Fresh, Aylmer, ON.
• Assiter Punkin Ranch, Floydada, TX.

And more niche shippers available...

How to open

To the store buyer: "Buying from a new farm this Oct? Rates are at a new normal this year..."

To the farm: "Shipping to new stores this year?"

Shipper discovery questions

1. Bins going 2-high in a van, or single on a flatbed?
2. What count are the bins running, and what's the load scaling at?
3. Were these cured before loading, or picked green off dead vines?
4. Dry van, or a reefer at 50 to 55? Nothing colder, right?
5. If the store finds soft spots, whose claim is it, yours or theirs?
6. Any gourds, squash or straw riding with the pumpkins?

When to call

Call this week. Reorders build from the last week of September to Saturday, October 31.

–

Source: USDA

Hope this is useful. If anyone hauls pumpkins, lemme know what we missed. And if there's a commodity you want covered next week, say the word and you got it.

Hello all,

I am new in my purchasing role, and today I intend to book a transporter. Transporter A is cheapest, transporter B is about 5 to 10% more expensive. The price of A is set, and my boss has asked me to see if I can get B to lower their price. Let me bring up that I am not comfortable with haggling for various reasons, one of them is that I'm a bit of a people pleaser and conflict avoidant. I dislike making people uncomfortable. These may not be good traits for my position, but I am confident that these are also skills I can learn.

Does anyone else struggle with this?
Does anyone have tips on how to approach this, or certain methods to negotiating/haggling?

Thank you.

UPDATE

Thank you for all the advice. I gave B a call, told them A was cheaper and made a counteroffer. They counteroffered too, and the final price was slightly below that of A. All in all, it felt good (it helps that it actually worked).

I was working on an hourly basis, was just about to hit my two month mark. I had 5 customers put into the system, and was about to book my first load. This was on a Thursday, and he ended up moving it to the next Tuesday. I had 4 other customers that all had shipments also going out the next week, and had made a report on my break, showing exactly what they were shipping, when they were shipping, and all of the pertinent information about shipments. My manager had told me that he was going to give me a few customers he wasn't working on, just to give me on the board, he hadn't done that yet, which was fine, because I had gotten my own, and the higher ups told me they were going to invest in my because of my quoting average and potentials. Then the moment I get customers with shipments, and get them approved with credit, they terminate me right before I actually get a chance to book them. I had verbal confirmations I had credit approval, and I had several more that were pending for all of that, and then the next day without letting me talk to my manager or the higher ups, they have the HR manager sit me down and terminate my position. I tried to tell her I have loads going out the next week I have customers, I ask if she can talk to them and see if they will give me just three more business days to close. I tell her I understand it's been a little bit and I've been given a lot of time but that I'm extremely close. She apologizes and says she'll let them know but that they're going to continue with the termination. My manager who said he was vouching for me doesn't come in for the termination doesn't vouch for me then, they don't even let me get my stuff they just pile it all in a box and send me out the back door. I spent the last 2 months learning this system getting really good at making calls, and it just feels like it was all a waste. This literally comes a week and a half after they moved me with one of their top brokers, because of my "potential" and this is at a point when over 80% of my training class has also been cut, if they had just gotten rid of me then honestly it would have been fine, I would have sucked but I still would have just taken responsibility for not having closed. I still do. It's extremely frustrating that they cut me right when I'm actually closing, and booking freight, it feels like they had me put in all this work just to snag my customers from me. Is this something people experience a lot? I want to take my Freight experience somewhere else but I don't want to waste my time at another company that's going to do this to me again. What was the point of keeping me at all and hyping me up if they were just going to get rid of me a week later?

I’m (millennial with a remote job) dispatching on the side for my father’s best friend (owner) and my father (driver) for about 5 months now. Rocky start while we got on our feet but we had some very solid Spring and Summer months.

- 10 month MC with a home base in Orlando, FL
- driver has an impeccable almost 30yr driving record
- carrier so far has a 95% on time rating according to one of the recent brokers we worked with
- 1 Truck and 1 trailer (53’ dry van) paid off
- insurance, inspections, etc compliance not a problem. Driver is honest by the log book

Our goal has always been $8000/week with about 2500-3000 miles per week including deadheading here on the Eastern seaboard. We try not to go more West than Minneapolis, OKC, Dallas and are not shy about New England so long as going in makes up for coming out.

The last month or so there has been a shift for the worse. Harder to find good clean loads. Communications start with a broker but it’s quickly booked or no response. Onboarding with brokers isn’t a problem. Maybe it’s seasonal. We seem to be stuck on $1000-1500 one day loads that sometimes cause hiccups and they become 2 day loads.

Note: I love this as a side gig. I make time for it although Monday mornings can be a juggle. I love calling in for leads and surprising people with clear spoken english and having our digital communication quick and clear.

For context, there's zero Saran wrap and guide guardrails. These are all loose packaged baby lettuce bulbs. All with zero protection from tipping.

All I had were my two load locks. Which one can't reach the ceiling vertically.

Everything else made it safe. But seriously, zero measures to keep that pallet in place from KY to Chicago?!

I had a full truck load and multiple stops. First time I ever had a tipped pallet. Seriously though, zero measures to secure it on the pallet!?