October 7, 2025 • 16 mins
Nate Cross & Ben Kowalski answer your freight brokering questions and discuss:
❓ Are dispatchers — especially foreign dispatchers — damaging the industry? What could be the reasons, and how can dispatchers improve to play a positive role?
📱 Could brokers require carriers to use GPS tracking and provide quick video/photo verification at pickup? How realistic is a “Go / No Go” process to prevent fraud?
🪪 What’s the difference between a TWIC card, TSA Certification, and a TSA Indirect Air Carrier?
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Transcript
Episode Transcript
Available transcripts are automatically generated. Complete accuracy is not guaranteed.
SPEAKER_01 (00:19):
Welcome back to the final mile.
It's our episode or our guessour segment here where we answer
all of your listener questions.
We've got three good ones today.
But make sure to check out allof our other content at
freight360.net, including ourFreight Broker Basics course for
an educational option foryourself, for your team as
you're growing.
(00:39):
Check out the sponsors down inthe description and leave us a
review, share, comment, like,all that good stuff.
Our first question.
This came, I believe, from aYouTube comment.
Said, are dispatchers,especially foreign dispatchers,
damaging the industry and whatcould be the possible reasons
(01:00):
behind it?
I'm asking this because a whileago, some of my posts didn't get
a good response.
Also, I'd really appreciate itif you could share some
suggestions on how I can improvemyself to be a better dispatcher
and play a positive role in theindustry.
All right, so this one was ourFacebook group.
This guy is a he's a foreigndispatcher and he he just wants
to do good in the industry.
(01:21):
And I think a lot of people arekind of jumping on him because
they just assume um that he'syou know, because of there's a
there's a reputation around him.
So what would you say?
Because you you personally haveused a lot more independent
dispatchers than me and have hada lot of success with it.
So what would you say, whethersomeone's foreign or in the US,
how can they differentiatethemselves and be a true value
(01:43):
ad as a dispatcher?
SPEAKER_00 (01:44):
Well, I use them in very specific scenarios.
So like the first thing I wouldsay is like, I don't necessarily
or have ever had a preference towhere a person is located.
I my preference is to the valuethey provide to the business,
right?
Like I don't care where a humanbeing is that I'm working with,
if they're adding value andthey're helpful, right?
(02:06):
So probably it's just a lot offraud and things tend to
originate overseas.
So there's probably just a lotof frustration, I think, that is
getting pointed at folks thatprobably don't deserve it.
I mean, we talked about this andfraud, we've talked about this
in the CDL issues, and like tobe honest, like in a lot of
these circumstances, likethey're also the victims, right?
(02:30):
So I don't think there's muchyou can do about where you're
located.
I think you focus on what valueyou add to the industry is the
important part because one, youcan't do anything about it
anyway.
But I think the other importantaspect of this, right, is where
and how do they provide value.
So how they're providing valuethat I've worked with is like
(02:51):
they're able to source a lot ofcapacity through one point of
contact that is really helpful,right?
Now they change the guidance onhow dispatchers do this, though.
So to be honest, like how I gotvalue out of working with them
isn't in along with the guidanceanymore.
Like they did things thatthey're not supposed to be doing
(03:14):
currently.
And like that's where like this,I feel like kind of gets at a
hard question because like forme, for example, like I use
dispatchers related to drayage.
And where it was really helpfulis like the person who I worked
with, she had a lot of familythat all owned like one truck or
two truck trucking companies.
So instead of me having tocontact literally 12 different
(03:37):
trucking companies or 25drivers, right?
She was, she just kind of knewwhere all of her cousins and
friends' trucks were every day.
So I would book loads underdifferent MCs through her, but I
only had one point of contactand she knew where all her
drivers were.
She did all their paperwork,organized everything.
So everything was run very, verywell from my point of view.
(03:59):
And it was super helpful becauseagain, I'm talking to one person
who was always available, whowould text me back immediately,
communicated fantastically.
I would say that's probably theone thing that every dispatcher
could do to add value is likereally effective and accurate
communication, being available,knowing where your drivers are,
(04:20):
and being honest and open aboutwhat is actually happening.
Because the biggest frustrationwith any dispatcher, right,
whether it's independent or not,is like not knowing what is
actually happening.
And the dispatcher's saying,like, oh, the guys delivered
there a bunch, he'll be empty ina half an hour.
And then you call the driver,and the driver's like, dude,
this is my first time deliveringhere.
There's nine trucks ahead of me.
(04:40):
I'm not gonna be out of hereuntil the end of the day, right?
Like that is the thing that Ithink is the most frustrating
dealing with any dispatchers.
SPEAKER_01 (04:47):
So I'll add in guidance or no guidance on
dispatchers.
In practice, it's still they'restill operating in a similar way
that they used to.
Um, because the the law hasn'treally changed, or it just
hasn't changed, and that's oneof the things that we we had
lobbied for was uh inclusion ofthe um you know language on
dispatching services.
(05:09):
But to the question here, echoeverything that you say on
adding value and understandingyou know what the need is.
The other thing is, and I'lladdress the the foreign part,
and you could just switch to anyother industry and any other
country and answer the questionthis way is if I live, let's say
I live in Germany, and um inGermany we have plenty of um
(05:35):
auto parts manufacturers, right?
And some foreign person from uhChina wants to come and do a job
for me in Germany, and there'speople in Germany that can do
that job for me.
Um, there may be a stigma thatwhy would I work with this
foreign person when I'd ratherjust do it in my own country?
(05:58):
Well, the reason I would workwith someone from China is that
if the person from China can putthemselves in my shoes and
understand what it's like tooperate in Germany, and if they
can do that job for mesuccessfully, just as good or
better than someone that's in myarea, that's why I would work
with them.
So if you relate it to brokerageand dispatching, let's say this
guy's in, we'll just say he's inEurope.
(06:19):
I don't know where he where hewas, um, and he wants to be a
dispatcher in it for the UStrucking industry.
He needs to understand what it'slike to be in our shoes.
So if I'm a motor carrier um ora freight broker in the United
States with our with my company,um, what are the issues that
they're running into in theUnited States, right?
(06:40):
Where where can a dispatcher addvalue, right?
That's that's really addressesthe the where the country you're
living in.
Part of it is just it doesn'tmatter what country you're in,
as long as you can understandthe landscape of where the
country in which you're tryingto add value, right?
And not to mention, we there's aton of brokers and motor
carriers that you're gonna talkto on the phone that also aren't
(07:00):
they're not American, right?
Or maybe they became the UScitizens, but a lot of them, um,
they like you might have uhtrucking companies that they
have offices over in Europe orbrokerages that are over in
Europe or where wherever in theworld, like not everybody in our
industry in the United States islike is all the same like
American people.
Like we we are a melting pot ofof all kinds of um what's the
(07:26):
word I'm looking for?
Like heritages or backgroundsand nationalities and all that
stuff.
So but yeah, understand themarket you're trying to add
value in and be able to add thatvalue with expertise.
You can't just like if you'rebrand new and have uh no
knowledge of the industry,you're not I mean you're not
gonna succeed, right?
You have to you have to learnit, and that's that probably
(07:46):
means working for somebody firstwith their dispatching company.
Um so anyway, good discussion.
Next question.
This was a YouTube comment.
This was after I think it wasour one of our recent like fraud
discussion episodes.
Somebody said, I had thisthought listening to the QA.
Could a brokerage limit thecarriers they're willing to give
loads to to only carriers thatwill ensure GPS tracking by cell
(08:10):
phone is carried by the driverand will do a small video from
their phone to send to thebroker when they arrive at the
pickup and when and the side oftheir truck to see what it looks
like.
And then in addition to a do notload unless direction you gave
your shipper, is it possible forthem to not load unless they get
the go ahead from the broker?
(08:31):
Could it be a text?
Just a go no go to that truckthat pulled in, a preemptive
no-go if a carrier um was notmeeting requirements.
There's more scrutiny walkingout of a Best Buy than with a
truck picking up$100,000 loads.
I also made a suggestion aboutFMCSA verification.
I keep thinking of ways toprevent fraud that's workable.
(08:52):
Really good points here.
And I thought it was funny.
He's not wrong.
You walk out of Best Buy andlike their loss prevention team
is like looking at you like youstole something, but like, yeah,
dude, someone just rolls up,gets loaded with$100,000 of
cargo and rolls down the road.
Um so to these suggestions here,um, not bad suggestions.
I don't personally think that'senough.
(09:12):
Um in my depending on therelationship, but like some of
the some of the things that wedo at Pierce, um, like we used
to do it this way, you know, GPStracking and pictures at the
pickup.
And that was like, yeah, that'sgood.
And then you realize that likepeople are spoofing pictures,
people are spoofing GPStracking.
So now we'll do you know,Quickscope's a great one.
(09:35):
Um, partner of ours too.
Good friends with the the guysthat created it.
That's load level uh fraudprevention.
So like driver gets to thepickup, you send a text from
Quickscope, driver opens theit's not even an app I have to
download.
It just opens up their camera ontheir phone, they take a picture
of the side of their truck,right?
(09:57):
Quickscope literally geotags itso they can't spoof it with a
fake picture that they uploadedfrom you know two weeks ago.
It has to be taken right thenand right there.
So we know where the picture wastaken, it reads the side of the
truck, it reads the MC numberand all that good stuff.
And as long as everythingmatches up to what you told
Quickscope it had to be, sohere's the MC number and here's
where they need to be to verifyif it passes, they get released
(10:22):
the pickup number or whateveridentifier that customer
requires to get loaded.
Another option, um, ELDtracking, right?
You can do it through highway,through trucker tools.
Um I don't know about MacroPoint, maybe, um but the ability
to take pictures and stuff thatway as well.
(10:43):
The re regardless of what youdo, you need to be able to make
sure that with without a shadowof a doubt, the truck that's
getting loaded is a um the righttruck in the right place at the
right time.
Right?
Those are the things, and howyou do that is up to you.
And your level of um trust andcomfort with one carrier might
(11:07):
make you check those boxeseasier than with someone that
you've never worked with before.
Right?
Someone that someone that you umhave worked with for years that
has their own, you know, fleettrack uh tracking link that they
want to send you, if you'recomfortable with that, cool.
If it's John Doe's trucking thatyou just met, maybe you want to,
you know, you want to getverification at pickup of the
(11:28):
right truck that's on theinsurance certificate at the you
know, the MC number's clean.
Maybe you run them through genlogs, make sure they're not
running under like fourdifferent MCs.
Like there's there are so manytools out there, but creating a
process yourself andunderstanding what that process
is doing for you and how itcould be harming you if it's too
much of a process, that's what Ithink is important.
Anything to add there?
(11:49):
Because I think everyone's gonnabe a little bit different.
SPEAKER_00 (11:51):
Yeah, I think one using vetting software like gen
logs and verifying who you'reworking with, I think is
something you need to be doingahead of time for sure.
I think there are more thingsthat you mentioned you should be
doing.
And like the thing I would pointout is like you to implement
which I think is well thoughtout, you really need a shipper
(12:12):
that's willing to work with you,which is sometimes you can get
that and sometimes you can't,right?
And at the end of the day, ifthe customer is just gonna load
anybody that shows up that asksfor a load heading to wherever,
all the safety precautions andthings you do in the beginning
or preventative kind of go outthe window.
Yeah.
Like you said, because it'slike, where does Best Buy do
(12:34):
that?
At the point of sale, where theperson picks it up and walks out
of the building.
Where does that happen in ourindustry when the truck is
loaded, as he's going to beliterally leave the shipper?
So you need somebody that'sphysically doing that to work
with the broker to make surethat these things are true.
SPEAKER_01 (12:52):
Yeah, and having a good, like, I know we've said
this before, but having a goodprocess with your with your
shippers on, hey, um, like ifthey don't know what you're
doing to to vet carriers, itdoesn't do them any good, you
know.
Correct.
That's cool, but they have noidea what you're doing.
But if you're like, hey, here'severything I'm doing, this is
(13:13):
how serious of a problem it is.
Um, when I send you somebody, Ihave full I have high confidence
that it's the right person, butcan I just ask that you double
check that the information Isend to you is accurate of who
you're loading before it getsloaded?
SPEAKER_00 (13:26):
Correct.
SPEAKER_01 (13:27):
That's that's simple.
SPEAKER_00 (13:28):
I'm gonna let you answer the last one.
I gotta jump into a customercall, actually, with something
that just came up.
So if you just want to wrap, youcan do the last one.
SPEAKER_01 (13:36):
Alrighty.
Um, all right.
Our last question here, Ben, uh,give us your sign-off first.
SPEAKER_00 (13:42):
Whether you believe you can or believe you can't,
you're right.
All right.
SPEAKER_01 (13:46):
So going fellow here for the last one.
Um, can you explain thedifference of a Twitch card, TSA
certification, and TSA indirectair carrier?
So I think this question hassomething to do with our talk
about the the suggestion ofhaving a Twick card for motor
carrier owners to check forbackground and all that stuff.
(14:08):
Um, so the Twit card, that's theTransportation Workers
Identification Credential.
Um, if you've ever um, you know,flown in an airport and you see
TSA with the little ID card witha chip in it, or if you've ever
seen a military ID card, um,they look similar.
Twit card is it's it looks thesize of like a debit or credit
(14:28):
card and it's got a little chipin there with a picture and
everything.
Um, these are issued toindividuals.
So think drivers that are goingto be going into a secured port
facility to pick up or deliver aload.
All right.
They go through TSA um, whichyou know, Coast Guard and TSA
background checks,fingerprinting, all of that.
Um, that's the Twick card.
(14:50):
TSA certification, um, sometimesit's also goes by the um known
shipper.
So the same way there's like TSApre-check as a known traveler,
um, TSA certification forshippers is it's the known
shipper.
So the shipper would go througha vetting process themselves,
and that would allow them andtheir screening process to be uh
(15:11):
easier or expedited when itcomes to um shipping.
So lastly, the TSA indirect aircarrier.
This is one that's issued not toa shipper or to an individual,
but this is uh a company, like afreight forwarder.
Um, and this is gonna be a asimilar thing if they're doing
any kind of air-related cargo uhwith the airlines.
(15:32):
So think about if they'reputting cargo onto a commercial
um or passenger plane in thebelly, things like that.
Um, and they have to go throughor that they've got to follow
TSA protocol and standards tostay compliant with that.
So again, Twit card, think aboutdriver, TSA certification,
shipper, TSA um indirect aircarrier is gonna be a company,
(15:54):
um, uh a logistics company likea freight forwarder that's gonna
be um issued that.
So great questions, keep sendingthem our way, and we look
forward to uh seeing you guys onthe next Freight 360 podcast and
final mile.
Um Ben's already off of here,but until next time, go Bills.
Welcome back to the final mile.
It's our episode or our guessour segment here where we answer
all of your listener questions.
We've got three good ones today.
But make sure to check out allof our other content at
freight360.net, including ourFreight Broker Basics course for
an educational option foryourself, for your team as
you're growing.
(00:39):
Check out the sponsors down inthe description and leave us a
review, share, comment, like,all that good stuff.
Our first question.
This came, I believe, from aYouTube comment.
Said, are dispatchers,especially foreign dispatchers,
damaging the industry and whatcould be the possible reasons
(01:00):
behind it?
I'm asking this because a whileago, some of my posts didn't get
a good response.
Also, I'd really appreciate itif you could share some
suggestions on how I can improvemyself to be a better dispatcher
and play a positive role in theindustry.
All right, so this one was ourFacebook group.
This guy is a he's a foreigndispatcher and he he just wants
to do good in the industry.
(01:21):
And I think a lot of people arekind of jumping on him because
they just assume um that he'syou know, because of there's a
there's a reputation around him.
So what would you say?
Because you you personally haveused a lot more independent
dispatchers than me and have hada lot of success with it.
So what would you say, whethersomeone's foreign or in the US,
how can they differentiatethemselves and be a true value
(01:43):
ad as a dispatcher?
SPEAKER_00 (01:44):
Well, I use them in very specific scenarios.
So like the first thing I wouldsay is like, I don't necessarily
or have ever had a preference towhere a person is located.
I my preference is to the valuethey provide to the business,
right?
Like I don't care where a humanbeing is that I'm working with,
if they're adding value andthey're helpful, right?
(02:06):
So probably it's just a lot offraud and things tend to
originate overseas.
So there's probably just a lotof frustration, I think, that is
getting pointed at folks thatprobably don't deserve it.
I mean, we talked about this andfraud, we've talked about this
in the CDL issues, and like tobe honest, like in a lot of
these circumstances, likethey're also the victims, right?
(02:30):
So I don't think there's muchyou can do about where you're
located.
I think you focus on what valueyou add to the industry is the
important part because one, youcan't do anything about it
anyway.
But I think the other importantaspect of this, right, is where
and how do they provide value.
So how they're providing valuethat I've worked with is like
(02:51):
they're able to source a lot ofcapacity through one point of
contact that is really helpful,right?
Now they change the guidance onhow dispatchers do this, though.
So to be honest, like how I gotvalue out of working with them
isn't in along with the guidanceanymore.
Like they did things thatthey're not supposed to be doing
(03:14):
currently.
And like that's where like this,I feel like kind of gets at a
hard question because like forme, for example, like I use
dispatchers related to drayage.
And where it was really helpfulis like the person who I worked
with, she had a lot of familythat all owned like one truck or
two truck trucking companies.
So instead of me having tocontact literally 12 different
(03:37):
trucking companies or 25drivers, right?
She was, she just kind of knewwhere all of her cousins and
friends' trucks were every day.
So I would book loads underdifferent MCs through her, but I
only had one point of contactand she knew where all her
drivers were.
She did all their paperwork,organized everything.
So everything was run very, verywell from my point of view.
(03:59):
And it was super helpful becauseagain, I'm talking to one person
who was always available, whowould text me back immediately,
communicated fantastically.
I would say that's probably theone thing that every dispatcher
could do to add value is likereally effective and accurate
communication, being available,knowing where your drivers are,
(04:20):
and being honest and open aboutwhat is actually happening.
Because the biggest frustrationwith any dispatcher, right,
whether it's independent or not,is like not knowing what is
actually happening.
And the dispatcher's saying,like, oh, the guys delivered
there a bunch, he'll be empty ina half an hour.
And then you call the driver,and the driver's like, dude,
this is my first time deliveringhere.
There's nine trucks ahead of me.
(04:40):
I'm not gonna be out of hereuntil the end of the day, right?
Like that is the thing that Ithink is the most frustrating
dealing with any dispatchers.
SPEAKER_01 (04:47):
So I'll add in guidance or no guidance on
dispatchers.
In practice, it's still they'restill operating in a similar way
that they used to.
Um, because the the law hasn'treally changed, or it just
hasn't changed, and that's oneof the things that we we had
lobbied for was uh inclusion ofthe um you know language on
dispatching services.
(05:09):
But to the question here, echoeverything that you say on
adding value and understandingyou know what the need is.
The other thing is, and I'lladdress the the foreign part,
and you could just switch to anyother industry and any other
country and answer the questionthis way is if I live, let's say
I live in Germany, and um inGermany we have plenty of um
(05:35):
auto parts manufacturers, right?
And some foreign person from uhChina wants to come and do a job
for me in Germany, and there'speople in Germany that can do
that job for me.
Um, there may be a stigma thatwhy would I work with this
foreign person when I'd ratherjust do it in my own country?
(05:58):
Well, the reason I would workwith someone from China is that
if the person from China can putthemselves in my shoes and
understand what it's like tooperate in Germany, and if they
can do that job for mesuccessfully, just as good or
better than someone that's in myarea, that's why I would work
with them.
So if you relate it to brokerageand dispatching, let's say this
guy's in, we'll just say he's inEurope.
(06:19):
I don't know where he where hewas, um, and he wants to be a
dispatcher in it for the UStrucking industry.
He needs to understand what it'slike to be in our shoes.
So if I'm a motor carrier um ora freight broker in the United
States with our with my company,um, what are the issues that
they're running into in theUnited States, right?
(06:40):
Where where can a dispatcher addvalue, right?
That's that's really addressesthe the where the country you're
living in.
Part of it is just it doesn'tmatter what country you're in,
as long as you can understandthe landscape of where the
country in which you're tryingto add value, right?
And not to mention, we there's aton of brokers and motor
carriers that you're gonna talkto on the phone that also aren't
(07:00):
they're not American, right?
Or maybe they became the UScitizens, but a lot of them, um,
they like you might have uhtrucking companies that they
have offices over in Europe orbrokerages that are over in
Europe or where wherever in theworld, like not everybody in our
industry in the United States islike is all the same like
American people.
Like we we are a melting pot ofof all kinds of um what's the
(07:26):
word I'm looking for?
Like heritages or backgroundsand nationalities and all that
stuff.
So but yeah, understand themarket you're trying to add
value in and be able to add thatvalue with expertise.
You can't just like if you'rebrand new and have uh no
knowledge of the industry,you're not I mean you're not
gonna succeed, right?
You have to you have to learnit, and that's that probably
(07:46):
means working for somebody firstwith their dispatching company.
Um so anyway, good discussion.
Next question.
This was a YouTube comment.
This was after I think it wasour one of our recent like fraud
discussion episodes.
Somebody said, I had thisthought listening to the QA.
Could a brokerage limit thecarriers they're willing to give
loads to to only carriers thatwill ensure GPS tracking by cell
(08:10):
phone is carried by the driverand will do a small video from
their phone to send to thebroker when they arrive at the
pickup and when and the side oftheir truck to see what it looks
like.
And then in addition to a do notload unless direction you gave
your shipper, is it possible forthem to not load unless they get
the go ahead from the broker?
(08:31):
Could it be a text?
Just a go no go to that truckthat pulled in, a preemptive
no-go if a carrier um was notmeeting requirements.
There's more scrutiny walkingout of a Best Buy than with a
truck picking up$100,000 loads.
I also made a suggestion aboutFMCSA verification.
I keep thinking of ways toprevent fraud that's workable.
(08:52):
Really good points here.
And I thought it was funny.
He's not wrong.
You walk out of Best Buy andlike their loss prevention team
is like looking at you like youstole something, but like, yeah,
dude, someone just rolls up,gets loaded with$100,000 of
cargo and rolls down the road.
Um so to these suggestions here,um, not bad suggestions.
I don't personally think that'senough.
(09:12):
Um in my depending on therelationship, but like some of
the some of the things that wedo at Pierce, um, like we used
to do it this way, you know, GPStracking and pictures at the
pickup.
And that was like, yeah, that'sgood.
And then you realize that likepeople are spoofing pictures,
people are spoofing GPStracking.
So now we'll do you know,Quickscope's a great one.
(09:35):
Um, partner of ours too.
Good friends with the the guysthat created it.
That's load level uh fraudprevention.
So like driver gets to thepickup, you send a text from
Quickscope, driver opens theit's not even an app I have to
download.
It just opens up their camera ontheir phone, they take a picture
of the side of their truck,right?
(09:57):
Quickscope literally geotags itso they can't spoof it with a
fake picture that they uploadedfrom you know two weeks ago.
It has to be taken right thenand right there.
So we know where the picture wastaken, it reads the side of the
truck, it reads the MC numberand all that good stuff.
And as long as everythingmatches up to what you told
Quickscope it had to be, sohere's the MC number and here's
where they need to be to verifyif it passes, they get released
(10:22):
the pickup number or whateveridentifier that customer
requires to get loaded.
Another option, um, ELDtracking, right?
You can do it through highway,through trucker tools.
Um I don't know about MacroPoint, maybe, um but the ability
to take pictures and stuff thatway as well.
(10:43):
The re regardless of what youdo, you need to be able to make
sure that with without a shadowof a doubt, the truck that's
getting loaded is a um the righttruck in the right place at the
right time.
Right?
Those are the things, and howyou do that is up to you.
And your level of um trust andcomfort with one carrier might
(11:07):
make you check those boxeseasier than with someone that
you've never worked with before.
Right?
Someone that someone that you umhave worked with for years that
has their own, you know, fleettrack uh tracking link that they
want to send you, if you'recomfortable with that, cool.
If it's John Doe's trucking thatyou just met, maybe you want to,
you know, you want to getverification at pickup of the
(11:28):
right truck that's on theinsurance certificate at the you
know, the MC number's clean.
Maybe you run them through genlogs, make sure they're not
running under like fourdifferent MCs.
Like there's there are so manytools out there, but creating a
process yourself andunderstanding what that process
is doing for you and how itcould be harming you if it's too
much of a process, that's what Ithink is important.
Anything to add there?
(11:49):
Because I think everyone's gonnabe a little bit different.
SPEAKER_00 (11:51):
Yeah, I think one using vetting software like gen
logs and verifying who you'reworking with, I think is
something you need to be doingahead of time for sure.
I think there are more thingsthat you mentioned you should be
doing.
And like the thing I would pointout is like you to implement
which I think is well thoughtout, you really need a shipper
(12:12):
that's willing to work with you,which is sometimes you can get
that and sometimes you can't,right?
And at the end of the day, ifthe customer is just gonna load
anybody that shows up that asksfor a load heading to wherever,
all the safety precautions andthings you do in the beginning
or preventative kind of go outthe window.
Yeah.
Like you said, because it'slike, where does Best Buy do
(12:34):
that?
At the point of sale, where theperson picks it up and walks out
of the building.
Where does that happen in ourindustry when the truck is
loaded, as he's going to beliterally leave the shipper?
So you need somebody that'sphysically doing that to work
with the broker to make surethat these things are true.
SPEAKER_01 (12:52):
Yeah, and having a good, like, I know we've said
this before, but having a goodprocess with your with your
shippers on, hey, um, like ifthey don't know what you're
doing to to vet carriers, itdoesn't do them any good, you
know.
Correct.
That's cool, but they have noidea what you're doing.
But if you're like, hey, here'severything I'm doing, this is
(13:13):
how serious of a problem it is.
Um, when I send you somebody, Ihave full I have high confidence
that it's the right person, butcan I just ask that you double
check that the information Isend to you is accurate of who
you're loading before it getsloaded?
SPEAKER_00 (13:26):
Correct.
SPEAKER_01 (13:27):
That's that's simple.
SPEAKER_00 (13:28):
I'm gonna let you answer the last one.
I gotta jump into a customercall, actually, with something
that just came up.
So if you just want to wrap, youcan do the last one.
SPEAKER_01 (13:36):
Alrighty.
Um, all right.
Our last question here, Ben, uh,give us your sign-off first.
SPEAKER_00 (13:42):
Whether you believe you can or believe you can't,
you're right.
All right.
SPEAKER_01 (13:46):
So going fellow here for the last one.
Um, can you explain thedifference of a Twitch card, TSA
certification, and TSA indirectair carrier?
So I think this question hassomething to do with our talk
about the the suggestion ofhaving a Twick card for motor
carrier owners to check forbackground and all that stuff.
(14:08):
Um, so the Twit card, that's theTransportation Workers
Identification Credential.
Um, if you've ever um, you know,flown in an airport and you see
TSA with the little ID card witha chip in it, or if you've ever
seen a military ID card, um,they look similar.
Twit card is it's it looks thesize of like a debit or credit
(14:28):
card and it's got a little chipin there with a picture and
everything.
Um, these are issued toindividuals.
So think drivers that are goingto be going into a secured port
facility to pick up or deliver aload.
All right.
They go through TSA um, whichyou know, Coast Guard and TSA
background checks,fingerprinting, all of that.
Um, that's the Twick card.
(14:50):
TSA certification, um, sometimesit's also goes by the um known
shipper.
So the same way there's like TSApre-check as a known traveler,
um, TSA certification forshippers is it's the known
shipper.
So the shipper would go througha vetting process themselves,
and that would allow them andtheir screening process to be uh
(15:11):
easier or expedited when itcomes to um shipping.
So lastly, the TSA indirect aircarrier.
This is one that's issued not toa shipper or to an individual,
but this is uh a company, like afreight forwarder.
Um, and this is gonna be a asimilar thing if they're doing
any kind of air-related cargo uhwith the airlines.
(15:32):
So think about if they'reputting cargo onto a commercial
um or passenger plane in thebelly, things like that.
Um, and they have to go throughor that they've got to follow
TSA protocol and standards tostay compliant with that.
So again, Twit card, think aboutdriver, TSA certification,
shipper, TSA um indirect aircarrier is gonna be a company,
(15:54):
um, uh a logistics company likea freight forwarder that's gonna
be um issued that.
So great questions, keep sendingthem our way, and we look
forward to uh seeing you guys onthe next Freight 360 podcast and
final mile.
Um Ben's already off of here,but until next time, go Bills.
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