November 25, 2025 • 15 mins
Nate Cross & Ben Kowalski answer your freight brokering questions and discuss:
🛑 Getting off a broker’s DNU vs new MC
🔍 Steps to verify a carrier before tendering freight
💰 Broker demanding $350 extra insurance—scam or legit?
Support Our Sponsors:
Freight Collection Solutions - Click Here
QuikSkope - Get a Free Trial: Click Here
Levity: Click Here
DAT Freight & Analytics - Get 10% off your first year!
DAT One - Brokers & Carriers: Click Here
Recommended Products: Click Here
Freight Broker Basics Course: Click Here
Join Our Facebook Group: Click Here
Check out all of our content online: Click Here
Mark as Played
Transcript
Episode Transcript
Available transcripts are automatically generated. Complete accuracy is not guaranteed.
SPEAKER_00 (00:19):
All right.
Welcome to another edition ofthe Final Mile.
This is a QA session where wetake your questions and answer
them.
I think most of these cameactually they they all came from
our Facebook group today.
So thanks everyone thatparticipates in there.
Um I gotta go in and clean upsome uh got some spammers every
(00:40):
now and then.
Actually, it's not really thespammers anymore.
It's people just trying to likethey're just trying to recruit
and hire.
And uh it's against thecommunity guidelines.
Maybe we'll have to change it.
I don't know.
We'll see.
Anyway, the first first questionum is there a way to get off of
a broker's do not use list, orshould I just create a new MC to
try and work with them again?
(01:00):
I like started dying laughingwhen I saw this because I'm
like, I'm thinking to myself,this the girl that posted it,
like, I think she said herauthority was only two months
old, so what's it matter?
I'll just get a new authority.
It's like, hey, you know, thecompany that has you on do not
use probably knows your name.
(01:21):
There's probably a reason whyyou're on do not use besides
just you know the objectivestats of your authority.
You probab something badprobably happened, right?
So what I'd recommend is ifyou're on someone's do not use
list, um find out why.
Like have a conversation.
And like if you also, and thisis you know just my opinion as a
(01:43):
brokerage, the only reason Iwould put a carrier on do not
use for the entire organizationis if that carrier is truly a
threat to doing business.
If someone had a bad experiencewith one driver one time,
annotate it, right?
Maybe that individual broker isgonna say, Hey, I'm not gonna
load these guys again.
(02:05):
But I've had plenty ofsituations where we had carriers
that we pulled off DNU becausean agent's like, nah, I work
with these guys like at aprevious company and like
they're great.
Like, why are they on DNU here?
And you quickly realize that youknow it was an isolated
incident, whatever.
But it could also be amisunderstanding, right?
Like you got put on do not usebecause somebody was pissed off
(02:27):
about something one day, andthen when the dust settles and
you can actually talk throughit, they just forgot to take you
off DNU or whatever, right?
Or the person that wanted youput on DNU doesn't even work
there at the company anymore.
And there's all kinds of things,but I would just have a
conversation like what why won'twhy can't you guys load me?
Is it something is it apersonnel issue?
(02:48):
Is it a a company issue, youknow, etc.
Um, some like some brokers arelike we just won't load Landstar
ever because you know they havea brokerage authority and their
trucks and their trucks nevershow up, blah blah blah.
And like I've had, you know,we've had Landstar drivers or
dispatchers call and then we'relike, yeah, we won't we won't
(03:11):
load you.
We'll tell them exactly why.
And then when we tell them,like, oh, we could try to get an
exception, but we're gonna do X,Y, and Z requirement-wise, and
they know they're not gonnafollow our protocol, so we just
you know, we don't work withthem anyway.
But any thoughts on DNU or like,you know, to answer her
question?
I I wouldn't bug a new authorityto try to work your way around
it.
I would figure out what's whatthe issue is.
SPEAKER_01 (03:30):
Yeah, that's the thing.
Like, fix whatever caused it,and then have some conversations
to see if you can work throughit.
I mean, that would be the paththat I would go, which is
literally exactly what you said.
Like, what caused this?
Can you resolve it?
And honestly, most companieswill have like a plan where,
like, if you like I've seen thiswhere like a plan, yeah, like
(03:55):
they're like, hey, I've had allthese issues.
They literally will put togetherlike a memo, like a one-page
document that says, like, hereare this this is what occurred.
We realize it, we'veacknowledged it, learned from
it.
Here are the steps we're takingto make sure this never happens
again.
They send that to the brokerage,and a lot of times they'll put
them on like a preliminarybasis.
A couple loads, see how they go,and they literally can work
(04:17):
their way back into good graces,if you will.
SPEAKER_00 (04:19):
Yeah.
I think that's a good that's agood practice to have for care
development in general, is like,you know, people can change, and
like if you if somebody hasn'tgot a brand new authority and
makes a mistake and you put themon do not use, and then they
they develop and they grow, andnext thing you know, they're
like a small to medium-sizedfleet that'd be great for your
(04:39):
customers, but you got them onDNU.
You have you know, you don'teven know what you're missing.
So, yeah, that's good.
All right, next question.
What steps do you take to verifya carrier before giving them
freight?
Well, I'll kind of like give youthe summary.
We want to verify like there, Iwant to make sure I have the
right person in the right placeat the right time with the right
(05:03):
equipment.
It's usually what it comes downto, and how you go about doing
that is going to depend.
And Ben, I think one of thethings that you do that's great
is you're a big advocate forlike pick up the phone and call,
right?
That is one of the number oneeasiest ways to you know skip a
lot of these steps.
(05:23):
If a carrier sees your post upon a loadboard and emails you
and you never speak to them, howdo you know that you're talking
to the right person?
You don't they could have hadtheir email hacked, right?
They could, you know, there'sall kinds of things that um
scammers can do.
And if you just pick up thephone, like, hey, just wanted to
(05:44):
verify, you know, so and so overat, you know, called, and yeah,
you get the yay or nay.
And I I appreciate it when I getcalls from carriers a lot that
are like, hey, just wanted tomake sure so and so is actually
with your company.
I'm like, yep, absolutely.
Now, actual ways to go aboutverifying outside of making the
phone call.
So there's there's tools, right?
You can do like, and again, notI don't think any one single
(06:06):
tool is gonna solve it.
I think the more you have inyour arsenal, you kind of pick
the the combination of all of itthat you feel comfortable with.
Um, but it's things like youknow, the multi-factor
authentication for um sending arate confirmation or tracking,
you know, through ELD if theyhave it.
(06:27):
If they if they're ELD exempt,maybe you've you're gonna
require pictures at a local, youknow, at the location.
Quickscope is a great tool thatyou can use like load level,
right?
Get a picture and they're gonnashow the MC and the name on the
side of the truck, verify it'swithin the radius of where you
said it's supposed to be beforethey get pickup information.
So I think it just depends.
Like the higher the risk of thatload or the more importance of
(06:49):
it, if it's a new customer orhigh value, um, probably gonna
take more steps.
If it's more routine and it's acarry that you work with on a
regular basis, probably gonnahave a little bit of a looser
but still effective method of ofverifying them.
But um, what are your thoughts?
What what do you think abouttracking every load versus
tracking select loads?
Do you have a an overall likeopinion on it?
SPEAKER_01 (07:11):
Now my opinion is pretty much like I want to track
everything, mostly from like thefraud side and visibility.
SPEAKER_00 (07:17):
And honestly, most customers, they're the they're
the interested party anyway.
They're like, Yeah, I need Iwant I want to be able to see
where this is at all timesbecause we've had two stolen
earlier this year.
SPEAKER_01 (07:26):
Right.
I mean, again, like I go, istheir authority active?
Then I go, how long have theybeen in business?
Right now, I also don't draw ahard line at a year.
I know lots of large companieswill, but like I would rather
have a conversation.
So maybe they're 10 or 11months.
I'm gonna speak to them becausethat might be a driver who just
became an owner op that has 25years experience and has a brand
(07:49):
new truck and is absolutely thekind of business you want to
work with.
They're just starting theircompany.
That doesn't mean they're notexperienced, and it doesn't mean
their equipment isn't superreliable.
So once I go from there, thenI'm gonna go and look at usually
what equipment they haveregistered, how many power
units, what trailers do theyhave the trailer they say they
(08:10):
have, which is the next thing Iusually look at.
Then I go and look at, okay, dothey have the insurance for said
power units and trailers?
And is it the correct amount forthe load?
And I mean, that's most of whatI'm looking at.
I usually also glance at likethe driver out of service
percentage, the vehicle out ofservice percentage, because that
tells you a little bit on likereliability of the driver and
(08:32):
the equipment.
And just because to your point,like the vehicle might have a
super high out of servicepercentage, like national
average right now is 20%, whichis not great.
But like I'm literally lookingat one right now is 31%.
All right, it depends on whatI'm moving.
If my customer doesn't have likea must-move load that is like
refrigerated that has a claimrisk if it breaks down, that's
(08:54):
not that important to me.
If it's a lumber load, I don'tcare if the guy breaks down on
the way and has to get fixed andit gets there a day later if my
customer doesn't care.
So I'll probably use thatcompany.
Again, what I'm moving has a lotto do with how I'm choosing
that.
And to be honest, like that isthe job of a freight broker.
All we are are basically like astaffing company for shipping.
Hey, we're hiring the rightperson with the right equipment
for the right job with the rightinsurance.
(09:16):
And that changes based on thetypes of jobs you're hiring for.
Is it an over-dimensional,overweight, oversized load going
coast to coast?
Okay, I'm gonna look for somedifferent things.
Is it super high value?
I'm gonna look for a differentquality of driver and equipment,
right?
If it's low value, low risk,like those things are less
important.
And there's always a trade-offof cost versus what you're
(09:39):
verifying or vetting, I wouldsay.
SPEAKER_00 (09:41):
Yeah, I mean, I think every well, my camera kind
of moved over here a little bit.
That's weird.
Um, I think one of the thingswhen you're working at a
brokerage, you have to gothrough and decide what makes
the most sense for you and yourcompany as far as what those
requirements are when it comesto carrier vetting.
So and again, like you said,customer specific stuff too can
(10:03):
can make the difference.
Um, our last question here.
I gotta I gotta chuckle out ofthis one because uh our boy
Cameron Pisha hopped in toanswer it.
So basically, somebody was likecalling a brokerage a scam, was
like, yeah, they want me to payfor insurance before I get
loaded.
They're trying to scam me.
It's 350 bucks, blah blah blahblah.
(10:25):
Basically saying, like, youknow, the discussion was is it a
scam, right?
And Cameron, who we've had on totalk about insurance before,
hopped in and was like, it well,it really depends.
So I wanted to explain why a umwhy a broker might be asking a
carrier to pay for somethingbefore the load picks up.
(10:47):
So let's say a broker has a loadthat has a value of$500,000,
right?
And the carrier that they'retalking with that's interesting
the load doesn't have$500,000worth of coverage, right?
The discussion might be, hey,can you go get insurance for
(11:07):
this load and then I'll give itto you, right?
And the broker and the carriermight be like, well, I'm at risk
here.
Like, what if I go get insurancefor this load and then you bail
on me and you book somebodyelse?
So that is, I think, where someof the risk comes from the
carrier's perspective on this,but it is a real thing, right?
Um, but brokers or the shipperthemselves can purchase the
(11:28):
insurance if they want to.
Um, oftentimes it's just cheaperif the carrier who already has a
primary policy can buy, youknow, that that gap insurance or
spike coverage for that specificload.
That's why you might see that.
And I think if you've neverworked with a carrier before,
and the first time you're gonnaload them, you're gonna ask them
(11:49):
to spend money to go get acertain insurance policy.
Yeah, they're probably gonna belike, huh?
I'm not doing that.
Um, that's just the reality ofit.
I've always found it's a littleeasier if um you either A, find
a carrier that already has thatinsurance coverage and it's just
gonna be part of theirall-in-rate that they're gonna
want to get paid, or B, untilyou have a relationship with
(12:11):
them, you or your customer caneither get a um single load all
risk policy, or you can get asingle load spike policy that
just is the or the gap, whateverthe difference is, if you have
the right insurance agent thatcan then uh accommodate all that
for you.
But um, any thoughts on thisone, Ben?
SPEAKER_01 (12:30):
The only thing I would have to add is like as a
scam, like I don't even know howthat scam would work.
If you're the trucking companyand I go, hey, it's probably
cheaper if you just up yourpolicy.
If you do that and I don't giveyou the load or the load gets
canceled, like I didn't get themoney.
So, like, why would I try toscam you?
Like, why would I just waste mytime trying to convince you to
(12:53):
pay your insurance company tomove the load?
So I think it's pretty unlikelyin any scenario, a broker's
doing this with ill intentionsbecause one, it would just be a
waste of time.
Two, they wouldn't be having theconversation if they didn't need
the load moved.
And even if you did get theinsurance and the load got moved
to another day or got canceled,the broker didn't keep the money
(13:16):
you paid your insurance company.
And furthermore, you couldprobably go back to your
insurance company and they wouldprobably refund it if you
actually didn't move the loadanyway.
SPEAKER_00 (13:25):
Yeah, so here's the actual post.
It said, Um, they are scammers,they want me to pay$350 for
insurance before getting loaded.
Once I had told them I'm notpaying for the insurance, which
I don't need, they disappeared.
So don't fall on this scam.
Um, and then Cameron hopped inand gave a really good response
about it depends on what kind offreight you're hauling.
(13:47):
Insurance policies are not allcreated equal.
Um, coverage, uh basically,like, yeah, like some policies
exclude certain things andothers don't.
So um, what I will say is theyshouldn't be asking you to pay
them, right?
SPEAKER_01 (14:03):
So let's say it could be that the carrier's like
you shouldn't be paying thebroker, the broker's paying you
anyway.
SPEAKER_00 (14:08):
You're gonna have like, let's say it's a$350 like
single load policy that you'rebuying as a broker, you should
be paying for it.
Not telling the carrier to payfor it that you'll reimburse
them.
Like, that's not how that works.
So, all right, good stuff, gooddiscussion, good questions, keep
them coming our way, and we'llcontinue to answer them.
Final thoughts, Ben.
SPEAKER_01 (14:28):
You believe you can or believe you can't.
You're right.
SPEAKER_00 (14:31):
And until next time, go bills.
All right.
Welcome to another edition ofthe Final Mile.
This is a QA session where wetake your questions and answer
them.
I think most of these cameactually they they all came from
our Facebook group today.
So thanks everyone thatparticipates in there.
Um I gotta go in and clean upsome uh got some spammers every
(00:40):
now and then.
Actually, it's not really thespammers anymore.
It's people just trying to likethey're just trying to recruit
and hire.
And uh it's against thecommunity guidelines.
Maybe we'll have to change it.
I don't know.
We'll see.
Anyway, the first first questionum is there a way to get off of
a broker's do not use list, orshould I just create a new MC to
try and work with them again?
(01:00):
I like started dying laughingwhen I saw this because I'm
like, I'm thinking to myself,this the girl that posted it,
like, I think she said herauthority was only two months
old, so what's it matter?
I'll just get a new authority.
It's like, hey, you know, thecompany that has you on do not
use probably knows your name.
(01:21):
There's probably a reason whyyou're on do not use besides
just you know the objectivestats of your authority.
You probab something badprobably happened, right?
So what I'd recommend is ifyou're on someone's do not use
list, um find out why.
Like have a conversation.
And like if you also, and thisis you know just my opinion as a
(01:43):
brokerage, the only reason Iwould put a carrier on do not
use for the entire organizationis if that carrier is truly a
threat to doing business.
If someone had a bad experiencewith one driver one time,
annotate it, right?
Maybe that individual broker isgonna say, Hey, I'm not gonna
load these guys again.
(02:05):
But I've had plenty ofsituations where we had carriers
that we pulled off DNU becausean agent's like, nah, I work
with these guys like at aprevious company and like
they're great.
Like, why are they on DNU here?
And you quickly realize that youknow it was an isolated
incident, whatever.
But it could also be amisunderstanding, right?
Like you got put on do not usebecause somebody was pissed off
(02:27):
about something one day, andthen when the dust settles and
you can actually talk throughit, they just forgot to take you
off DNU or whatever, right?
Or the person that wanted youput on DNU doesn't even work
there at the company anymore.
And there's all kinds of things,but I would just have a
conversation like what why won'twhy can't you guys load me?
Is it something is it apersonnel issue?
(02:48):
Is it a a company issue, youknow, etc.
Um, some like some brokers arelike we just won't load Landstar
ever because you know they havea brokerage authority and their
trucks and their trucks nevershow up, blah blah blah.
And like I've had, you know,we've had Landstar drivers or
dispatchers call and then we'relike, yeah, we won't we won't
(03:11):
load you.
We'll tell them exactly why.
And then when we tell them,like, oh, we could try to get an
exception, but we're gonna do X,Y, and Z requirement-wise, and
they know they're not gonnafollow our protocol, so we just
you know, we don't work withthem anyway.
But any thoughts on DNU or like,you know, to answer her
question?
I I wouldn't bug a new authorityto try to work your way around
it.
I would figure out what's whatthe issue is.
SPEAKER_01 (03:30):
Yeah, that's the thing.
Like, fix whatever caused it,and then have some conversations
to see if you can work throughit.
I mean, that would be the paththat I would go, which is
literally exactly what you said.
Like, what caused this?
Can you resolve it?
And honestly, most companieswill have like a plan where,
like, if you like I've seen thiswhere like a plan, yeah, like
(03:55):
they're like, hey, I've had allthese issues.
They literally will put togetherlike a memo, like a one-page
document that says, like, hereare this this is what occurred.
We realize it, we'veacknowledged it, learned from
it.
Here are the steps we're takingto make sure this never happens
again.
They send that to the brokerage,and a lot of times they'll put
them on like a preliminarybasis.
A couple loads, see how they go,and they literally can work
(04:17):
their way back into good graces,if you will.
SPEAKER_00 (04:19):
Yeah.
I think that's a good that's agood practice to have for care
development in general, is like,you know, people can change, and
like if you if somebody hasn'tgot a brand new authority and
makes a mistake and you put themon do not use, and then they
they develop and they grow, andnext thing you know, they're
like a small to medium-sizedfleet that'd be great for your
(04:39):
customers, but you got them onDNU.
You have you know, you don'teven know what you're missing.
So, yeah, that's good.
All right, next question.
What steps do you take to verifya carrier before giving them
freight?
Well, I'll kind of like give youthe summary.
We want to verify like there, Iwant to make sure I have the
right person in the right placeat the right time with the right
(05:03):
equipment.
It's usually what it comes downto, and how you go about doing
that is going to depend.
And Ben, I think one of thethings that you do that's great
is you're a big advocate forlike pick up the phone and call,
right?
That is one of the number oneeasiest ways to you know skip a
lot of these steps.
(05:23):
If a carrier sees your post upon a loadboard and emails you
and you never speak to them, howdo you know that you're talking
to the right person?
You don't they could have hadtheir email hacked, right?
They could, you know, there'sall kinds of things that um
scammers can do.
And if you just pick up thephone, like, hey, just wanted to
(05:44):
verify, you know, so and so overat, you know, called, and yeah,
you get the yay or nay.
And I I appreciate it when I getcalls from carriers a lot that
are like, hey, just wanted tomake sure so and so is actually
with your company.
I'm like, yep, absolutely.
Now, actual ways to go aboutverifying outside of making the
phone call.
So there's there's tools, right?
You can do like, and again, notI don't think any one single
(06:06):
tool is gonna solve it.
I think the more you have inyour arsenal, you kind of pick
the the combination of all of itthat you feel comfortable with.
Um, but it's things like youknow, the multi-factor
authentication for um sending arate confirmation or tracking,
you know, through ELD if theyhave it.
(06:27):
If they if they're ELD exempt,maybe you've you're gonna
require pictures at a local, youknow, at the location.
Quickscope is a great tool thatyou can use like load level,
right?
Get a picture and they're gonnashow the MC and the name on the
side of the truck, verify it'swithin the radius of where you
said it's supposed to be beforethey get pickup information.
So I think it just depends.
Like the higher the risk of thatload or the more importance of
(06:49):
it, if it's a new customer orhigh value, um, probably gonna
take more steps.
If it's more routine and it's acarry that you work with on a
regular basis, probably gonnahave a little bit of a looser
but still effective method of ofverifying them.
But um, what are your thoughts?
What what do you think abouttracking every load versus
tracking select loads?
Do you have a an overall likeopinion on it?
SPEAKER_01 (07:11):
Now my opinion is pretty much like I want to track
everything, mostly from like thefraud side and visibility.
SPEAKER_00 (07:17):
And honestly, most customers, they're the they're
the interested party anyway.
They're like, Yeah, I need Iwant I want to be able to see
where this is at all timesbecause we've had two stolen
earlier this year.
SPEAKER_01 (07:26):
Right.
I mean, again, like I go, istheir authority active?
Then I go, how long have theybeen in business?
Right now, I also don't draw ahard line at a year.
I know lots of large companieswill, but like I would rather
have a conversation.
So maybe they're 10 or 11months.
I'm gonna speak to them becausethat might be a driver who just
became an owner op that has 25years experience and has a brand
(07:49):
new truck and is absolutely thekind of business you want to
work with.
They're just starting theircompany.
That doesn't mean they're notexperienced, and it doesn't mean
their equipment isn't superreliable.
So once I go from there, thenI'm gonna go and look at usually
what equipment they haveregistered, how many power
units, what trailers do theyhave the trailer they say they
(08:10):
have, which is the next thing Iusually look at.
Then I go and look at, okay, dothey have the insurance for said
power units and trailers?
And is it the correct amount forthe load?
And I mean, that's most of whatI'm looking at.
I usually also glance at likethe driver out of service
percentage, the vehicle out ofservice percentage, because that
tells you a little bit on likereliability of the driver and
(08:32):
the equipment.
And just because to your point,like the vehicle might have a
super high out of servicepercentage, like national
average right now is 20%, whichis not great.
But like I'm literally lookingat one right now is 31%.
All right, it depends on whatI'm moving.
If my customer doesn't have likea must-move load that is like
refrigerated that has a claimrisk if it breaks down, that's
(08:54):
not that important to me.
If it's a lumber load, I don'tcare if the guy breaks down on
the way and has to get fixed andit gets there a day later if my
customer doesn't care.
So I'll probably use thatcompany.
Again, what I'm moving has a lotto do with how I'm choosing
that.
And to be honest, like that isthe job of a freight broker.
All we are are basically like astaffing company for shipping.
Hey, we're hiring the rightperson with the right equipment
for the right job with the rightinsurance.
(09:16):
And that changes based on thetypes of jobs you're hiring for.
Is it an over-dimensional,overweight, oversized load going
coast to coast?
Okay, I'm gonna look for somedifferent things.
Is it super high value?
I'm gonna look for a differentquality of driver and equipment,
right?
If it's low value, low risk,like those things are less
important.
And there's always a trade-offof cost versus what you're
(09:39):
verifying or vetting, I wouldsay.
SPEAKER_00 (09:41):
Yeah, I mean, I think every well, my camera kind
of moved over here a little bit.
That's weird.
Um, I think one of the thingswhen you're working at a
brokerage, you have to gothrough and decide what makes
the most sense for you and yourcompany as far as what those
requirements are when it comesto carrier vetting.
So and again, like you said,customer specific stuff too can
(10:03):
can make the difference.
Um, our last question here.
I gotta I gotta chuckle out ofthis one because uh our boy
Cameron Pisha hopped in toanswer it.
So basically, somebody was likecalling a brokerage a scam, was
like, yeah, they want me to payfor insurance before I get
loaded.
They're trying to scam me.
It's 350 bucks, blah blah blahblah.
(10:25):
Basically saying, like, youknow, the discussion was is it a
scam, right?
And Cameron, who we've had on totalk about insurance before,
hopped in and was like, it well,it really depends.
So I wanted to explain why a umwhy a broker might be asking a
carrier to pay for somethingbefore the load picks up.
(10:47):
So let's say a broker has a loadthat has a value of$500,000,
right?
And the carrier that they'retalking with that's interesting
the load doesn't have$500,000worth of coverage, right?
The discussion might be, hey,can you go get insurance for
(11:07):
this load and then I'll give itto you, right?
And the broker and the carriermight be like, well, I'm at risk
here.
Like, what if I go get insurancefor this load and then you bail
on me and you book somebodyelse?
So that is, I think, where someof the risk comes from the
carrier's perspective on this,but it is a real thing, right?
Um, but brokers or the shipperthemselves can purchase the
(11:28):
insurance if they want to.
Um, oftentimes it's just cheaperif the carrier who already has a
primary policy can buy, youknow, that that gap insurance or
spike coverage for that specificload.
That's why you might see that.
And I think if you've neverworked with a carrier before,
and the first time you're gonnaload them, you're gonna ask them
(11:49):
to spend money to go get acertain insurance policy.
Yeah, they're probably gonna belike, huh?
I'm not doing that.
Um, that's just the reality ofit.
I've always found it's a littleeasier if um you either A, find
a carrier that already has thatinsurance coverage and it's just
gonna be part of theirall-in-rate that they're gonna
want to get paid, or B, untilyou have a relationship with
(12:11):
them, you or your customer caneither get a um single load all
risk policy, or you can get asingle load spike policy that
just is the or the gap, whateverthe difference is, if you have
the right insurance agent thatcan then uh accommodate all that
for you.
But um, any thoughts on thisone, Ben?
SPEAKER_01 (12:30):
The only thing I would have to add is like as a
scam, like I don't even know howthat scam would work.
If you're the trucking companyand I go, hey, it's probably
cheaper if you just up yourpolicy.
If you do that and I don't giveyou the load or the load gets
canceled, like I didn't get themoney.
So, like, why would I try toscam you?
Like, why would I just waste mytime trying to convince you to
(12:53):
pay your insurance company tomove the load?
So I think it's pretty unlikelyin any scenario, a broker's
doing this with ill intentionsbecause one, it would just be a
waste of time.
Two, they wouldn't be having theconversation if they didn't need
the load moved.
And even if you did get theinsurance and the load got moved
to another day or got canceled,the broker didn't keep the money
(13:16):
you paid your insurance company.
And furthermore, you couldprobably go back to your
insurance company and they wouldprobably refund it if you
actually didn't move the loadanyway.
SPEAKER_00 (13:25):
Yeah, so here's the actual post.
It said, Um, they are scammers,they want me to pay$350 for
insurance before getting loaded.
Once I had told them I'm notpaying for the insurance, which
I don't need, they disappeared.
So don't fall on this scam.
Um, and then Cameron hopped inand gave a really good response
about it depends on what kind offreight you're hauling.
(13:47):
Insurance policies are not allcreated equal.
Um, coverage, uh basically,like, yeah, like some policies
exclude certain things andothers don't.
So um, what I will say is theyshouldn't be asking you to pay
them, right?
SPEAKER_01 (14:03):
So let's say it could be that the carrier's like
you shouldn't be paying thebroker, the broker's paying you
anyway.
SPEAKER_00 (14:08):
You're gonna have like, let's say it's a$350 like
single load policy that you'rebuying as a broker, you should
be paying for it.
Not telling the carrier to payfor it that you'll reimburse
them.
Like, that's not how that works.
So, all right, good stuff, gooddiscussion, good questions, keep
them coming our way, and we'llcontinue to answer them.
Final thoughts, Ben.
SPEAKER_01 (14:28):
You believe you can or believe you can't.
You're right.
SPEAKER_00 (14:31):
And until next time, go bills.
Popular Podcasts
Stuff You Should Know
If you've ever wanted to know about champagne, satanism, the Stonewall Uprising, chaos theory, LSD, El Nino, true crime and Rosa Parks, then look no further. Josh and Chuck have you covered.
Las Culturistas with Matt Rogers and Bowen Yang
Ding dong! Join your culture consultants, Matt Rogers and Bowen Yang, on an unforgettable journey into the beating heart of CULTURE. Alongside sizzling special guests, they GET INTO the hottest pop-culture moments of the day and the formative cultural experiences that turned them into Culturistas. Produced by the Big Money Players Network and iHeartRadio.
Crime Junkie
Does hearing about a true crime case always leave you scouring the internet for the truth behind the story? Dive into your next mystery with Crime Junkie. Every Monday, join your host Ashley Flowers as she unravels all the details of infamous and underreported true crime cases with her best friend Brit Prawat. From cold cases to missing persons and heroes in our community who seek justice, Crime Junkie is your destination for theories and stories you won’t hear anywhere else. Whether you're a seasoned true crime enthusiast or new to the genre, you'll find yourself on the edge of your seat awaiting a new episode every Monday. If you can never get enough true crime... Congratulations, you’ve found your people. Follow to join a community of Crime Junkies! Crime Junkie is presented by audiochuck Media Company.