For-Hire and OTR Carriers
Building scalable truckload operations.
Growing takes people you cannot hire fast enough. Shrinking takes the people you already trained.
We are not here to replace planners and CSRs. We are here to let them do more, do it faster, and decide better — so what the operation can absorb stops being a function of how many people you can onboard and train.
Why this did not exist
Big tech skipped truckload because the margin was never there.
Freight is volatile and often low or no margin, so the software industry spent its attention on easier businesses. What carriers got was systems built to record what already happened, and almost nothing built to decide what happens next.
That is the gap. It is also why the screen a planner works on looks the way it does — it was designed to hold the result of a decision, not to help make one.
The cycle
Carriers pay for the cycle twice, once on the way up and once on the way down.
When the market is good, growth means hiring and training a workforce. The systems have a steep learning curve, so a new hire takes a long time to become useful — and a cycle may not last long enough to get them there.
When the market turns, people are the biggest lever anyone has. The workforce comes down, and what those people knew about the accounts, the locations and the drivers goes out the door with them.
Both halves of that cycle are expensive because of the learning curve, not because of the market. Ours does not have one. Growth stops waiting on onboarding, and a downturn stops costing you the operation’s memory.
“Post COVID, it was who can be the most efficient, who can make the best decisions with the freight that you can get.”
Matt O.
Operations Manager · 300-truck carrier
Do more
A CSR spends the day moving information that should already be moving itself.
Changing appointment times. Updating data through the load lifecycle. Checking driver ETAs and PTAs by hand. Typing in loads that were tendered by email. Uploading documents and images to loads. Keeping a spreadsheet current so somebody can see network balance, or track commitments against what was awarded.
None of it takes judgment and all of it takes the day. Automation is how the day comes back.
That runs from tender to delivery: the tender that arrives by email, the appointment that moves, the status the customer is waiting on, the documents at the end of it.
Faster
A planner working one load at a time can only run the same comparison so many times.
A planner working the board one load at a time is limited by how many times they can run the same comparison. In bulk they work from the metrics instead, make hundreds of decisions at once, and spend their attention on the exceptions.
Load building runs without the keying. A lane that repeats carries a template, an emailed tender builds the order where it landed, and the fields that get corrected every time are already correct.
The handoff
Most CSRs already keep a playbook for whoever covers the weekend.
Most CSRs keep a playbook for whoever covers the weekend, the overnight, or their time off: what each customer requires, how they tender, what happens at their locations, which drivers can be asked what. It exists because that knowledge is specific, and because handing it over is the only way the account keeps running while they are gone. That lives in the CSRs, and it leaves when they do. The same content written into the Operating Model does not depend on the quality of a handoff, and a new hire works from what the person who wrote it knows.
A CSR already writes this down for whoever covers the weekend.
What happens at a location. What a specific driver does and how they behave. How a customer tenders. What each customer requires.
Smarter
Freight Intake does the math no person can hold in their head.
Freight Intake weighs each tender against the network it would land in, the capacity already committed, and what those trucks were already going to do.
Assignment computes every option and puts them in front of the planner. The desk stops working from whoever trained each person and starts working from one best practice, which is a smaller surface for error rather than a faster keystroke.
The call stays with the planner. What changes is that nothing is missing when they make it.
Both of those are machine learning problems, and the math is not the scarce part — it has been available for decades. What differs is what it runs on. A model that does not know real dwell at that receiver, or what this specific driver will accept, returns a plan a planner throws away.
Freight
Never have a freight shortage again.
Where your own network has nothing for a truck, Freight Science brings third-party freight to it.
