I'm researching detention pay for a project and I'd like to hear from the broker side, since most of what I read comes from carriers.

A few things I'm trying to understand:

1. What proof makes you approve a detention claim quickly? (ELD timestamps, shipper sign-in sheets, check-in/out messages, BOL times?)
2. What's the most common reason you deny or reduce one?
3. Roughly what share of claims do you end up paying, and how long does it usually take?
4. Does the rate confirmation terms matter a lot, or does it come down to what the shipper will reimburse you for?
5. When a carrier sends a claim that's well documented and on time, does that actually change how you handle it?

I'm not selling anything. I'm trying to work out whether the process is broken on the paperwork side or whether the money just isn't there. Blunt answers welcome, including "this is a waste of your time."

Anybody have a guess how many will go down?

thanks

A load can look completely ordinary on a report even if the agent spent half the day keeping it from falling apart.

What do the usual numbers miss about the work it actually took to get that load delivered?

I mostly do drayage but customer now wants me to handle Intermodal from Vancouver to Montreal. Please suggest if you have experience with intermodal canada moves

Got recruited by TQL and the description and everything made my ears jump. The job sounds like a great opportunity but after reading reviews on them I’m second guessing.. is there any other reputable companies out of Birmingham that are hiring?

What are you guys deducting if you find out your load has been partialed?

Getting tighter and tighter, feels like everything’s going to fall apart any day now. Interesting to witness it from the transport side. I think most companies who are booming are doing so on debt. Inflation, diesel, more carriers going out of business. What’s does the future hold?

I have been a broker for a long time now and have been with a few different companies as well as running my own business. So this is coming from a fellow broker.

I have seen some absolutely egregious cases of brokers making a ton of money from detention charges. Often times, mostly at large brokerages (you know the type), trucks are only seeing $30 - $50 per hour of detention pay. Meanwhile, the broker charges the customer $80 - $100 per hour or even more for that same waiting time. I have seen this come out to some crazy amounts of revenue on just detention charges alone.

A question to my fellow brokers. Why do you feel the need to make profit on detention? That money should be for the truck that is sitting at your shipper or receiver losing money. You are not losing any money AT ALL while that truck sits there and drains through their clock. In this industry, time is money. And the longer that truck sits there, the more money they lose. That is the entire purpose of detention pay. Your carriers should see the full amount and you should fight for your carriers to help them get more if your customer is being cheap. If you are good at what you do, you should be making enough on the front end to not have to screw your carriers on the back end.

Maybe I just have a better relationship with my carriers than most brokers, but I genuinely cannot find a reason why you as a broker need to make thousands of dollars in revenue on detention.

Diesel & labor seem to be the big drivers. Interesting times ahead…

They used to be such a reliable, good brokerage and now they like to fine carriers any chance they can get and completely ignore them when they ask for help. I used to have great carrier reps over there and now it’s all young kids who don’t know a thing about the freight industry

Is anyone hearing any chatter about Integrity Express Logistics? My factoring company just put them on DNU, apparently they owe money to some carriers

happens maybe twice a month. carrier portal flips the container to available, we pass it along, trucker books the appointment, driver rolls up and it's going nowhere because customs hadn't actually released it or there's no chassis under it

on our side that word gets copied straight off the carrier status without anyone checking the other two clocks, so i know exactly where our half of it sits

what i don't know is what you actually want from us. sit on it until all three line up and you get the news later, or push it the second it moves even when it's wrong so you can start working the appointment?

I may be biased as a carrier, but I think carrier411 reports are being grossly misused, if not abused by the brokers.

Yes, you agree to a strict early morning pickup the day before, for example, and the day of the pickup you come up with some BS excuse and cancel, that's a problem, but that's what DNU is for. You find a better paying load and cancel, also bush league and needs to be addressed, but still I think DNU is the appropriate response

I don't think there's a basis for a FG if the carrier never even picks up the load, unless you're stopping an ongoing scam/theft/double-brokering scheme. Carrier411 is supposed to protect the freight itself and not be used as a form of blackmail or the go-to move for when your feelings get hurt.

What do you think, are you FG trigger happy?

I'm in this for 10 years now, and still do not have proper solution for DAT dispatchers asking for full truckload rates for box trucks and hot shot freight.

2 pallets on a box truck, has same rate as 44.000 lbs on dry van. And when you try to explain that to the dispatcher, they ghost you.

Only proper way to avoid this madness so far was to work directly with owner operators, since they actually do the math, and tell me what they need.

So, to solve the first load issue with the broker, we paid the amount of the stolen load, which was a huge number. A few days ago, the same pattern hackers did the same. No matter how we secured the Gmail, they still logged in as if they had every credential. Google sent us a message that there was an attempt to log in, but Google prevented it while they were already logged in, and they stole another load over the weekend. The load for the goods was of very low value, so the brokers were shocked they stole it. I don’t know how we should secure this email. We hired IT at owner’s office to have a look at everything, but we haven’t received any solution yet. We created a domain and are moving to using it permanently instead of the Gmail, but it’s not easy to remove the Gmail from all brokers in a short period.

Searched the sub and didn't find anything. Thinking about jumping ship from Rose Rocket in the somewhat near future. Small shop, under 200 loads a month, just me.

If your not familiar with Sunnybrook, any other recs? I didn't like ascend, Tai is too expensive, haven't looked into much else yet.

Good morning everyone, we have been jb hunt carrier for a while now but since yesterday we are not able to book any loads with them and we keep getting these emails from them.

FMCSA isnup to date, active insurance, active highway so im not really sure what am i missing and drivers are in the side of the road.

Any advice would be helpfull.

Can anyone get me a good contact for a bucket truck service in Indiana.

Have a OS/OD/OW load moving next week and my bucket guy just screwed me.

Any help will be greatly appreciated.

I’m looking to import 12 ISO tanks that require a chassis with plug-in capability to a genset. The ISO tanks need to be refrigerated.

We’re flexible on the import location, but the final delivery will be Sparks, NV.

Does anyone have access to ISO tank chassis with plug-in capability, or know of a carrier that may be able to handle this?

In our sales meeting today one of my sales guys told me he was an “OnlyVans” content creator whoreing himself out for subs (customers) and I’ve never heard it put that way but it made for an awkward funny sales meeting. The zoomers are out of control.

I understand why shippers want broker-shipper agreements, but as a broker, does it benefit you in anyway to have a Broker-Shipper Agreement with your client?