October 14, 2025 • 16 mins
Nate Cross & Ben Kowalski answer your freight brokering questions and discuss:
📍 What are some good live tracking platforms for simple on/off tracking?
🏬 Are there any good platforms for searching warehousing options?
🚛 How should I calculate the amount to pay a carrier for their deadhead miles?
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Transcript
Episode Transcript
Available transcripts are automatically generated. Complete accuracy is not guaranteed.
SPEAKER_01 (00:19):
Welcome back for another final mile edition here
where we answer questions fromall over the internet.
Um, if you are new toFreight360, you got full-length
podcasts that come out everyFriday and our library on our
website, searchable of all kindsof content from sales, carrier
relationships, fighting fraud,all the good stuff.
(00:41):
Go to Freight360.net and checkout the Freight Broker Basics
course while you're there if youwant the whole kit and caboodle
of how to start and run abrokerage or train up your team
and check out our sponsors tohelp support the channel.
Ben, our first question What aresome good live tracking
platforms for simple on and offlive tracking?
(01:01):
Well, I'll tell you, if you wereto go back like 10 years ago, it
was pretty much macro point.
That was like the only the onlyone that like most people ever
worked with, which is aDescartes product now.
Um there's a whole lot oflocation-based tools that are
out there.
I mean, we've seen um even likedo you remember when DAT kind of
(01:24):
did a beta version, right?
Um, of trying out some tracking,and then they bought obviously
uh trucker tools this year.
So trucker tools, naturally alarge um uh a big player out
there for all kinds of stuff,including live tracking and
document submission.
Um Quickscope, big sponsor ofthe show.
(01:44):
Um they have load level fraudprotection location-based tool
where you can get geofencedpictures and um, you know,
verify the MC number on the sideof a truck uh to, you know, in
the right location, you know, inorder to release pickup
information.
You've got um you know singletext-based products like Text
(02:07):
Locate.
Um a lot of uh TMSs will havetheir own driver app as well.
I know that's kind of been abigger thing as well.
I'm I'm curious your thoughtsbecause they're historically you
would hear pushback from driversthat didn't want to be tracked,
and now it just to me kind ofseems like this is common
(02:29):
practice.
Like this is kind of like thenorm.
Like my company, we're we'regonna be switching to um
highways live ELD tracking,which I think is it's really
cool.
I know Highway, a lot of folkswill say it's hey, it's you know
kind of an expensive product,and it's really um for folks
that are at a scaled level oftheir business where it can fit
into your budget, a lot of thetools are really great to help
(02:51):
you save time, but um no textrequired if the e if the
driver's already ELD connected,boom, you can see where each VIN
is located, so that'll handlethe vast majority of your
shipments.
But I'm curious, what are yourthoughts on like in today's
market and the the norm?
What do you think is like a ago-to or a a you know whether
(03:12):
it's a product to use or just auh a process to implement,
what's kind of like the baselinefor for keeping uh keeping tabs
on where your shipment is?
Because it used to just be checkalls, you know what I mean?
Um and you maybe would GPS trackuh a high high value load or
something like that.
SPEAKER_00 (03:30):
I think you should still do do both for a lot of
reasons because macro point andtrucker tools, I think, are
still probably like yourstandard ones.
I think Quickscope has a betterproduct in a lot of ways and a
safer product.
Depends on what you can affordand what you're trying to do
with what your freight is.
SPEAKER_01 (03:47):
And I do believe they're they're they're gearing
towards a live trackingfunctionality and their and
their um updates too.
So that should be.
SPEAKER_00 (03:54):
Yeah, so when that comes out, to me, I'm gonna be
really anxious to try to usethat one.
Here's what I would say, andespecially somebody that spent
the past year on automations,AI, and literally in the weeds
of doing these things and seeinghow they work and what issues
come up.
This was on a post yesterdayfrom a carrier where they put
out there they found an app forbasically tracking spoofing,
(04:18):
meaning like you could justdownload this app and it had
millions of downloads foranybody that wanted to go to the
app store and you couldbasically just spoof phone
number tracking to a phone,right?
And he's like, I'm not sure howmany carriers are using this,
but clearly millions of themhave downloaded it, and it
definitely did work.
What I would say is the responseI heard from folks related to
(04:41):
that were macro point andtrucker tools will catch this if
you watch it, because you'll seethat the pattern doesn't have
the same movement as a normalphone should.
So it is apparent that you cansee the spoofing versus what it
should be doing when you'relooking at it.
(05:01):
But if you're automating it, youmight not see any of those
differences.
And you might have lots of loadsthat are being spoofed without
realizing.
So, like, there are still prosand cons because with any
technology, people are trying tofind a way around it.
And like, that is one of therisks to I would say entry-level
tracking, which by the way, weuse and we train our people to
(05:22):
look for these things, which iswhy we also train them to make
the phone calls to make sure itseems like what it is, which I
think is super important becauseautomation just isn't foolproof.
And I would say that like youand I have talked about this ELD
tracking versus phone linktracking is very different,
(05:42):
right?
But there are pros and cons toboth.
I would say ELD is probablysafer in most instances.
Yep, for sure.
But you're gonna you're gonnamiss out on some carriers that
either don't or can't or won'tor don't have the tech ability
to do it fast enough for them toget it to get you on their load,
right?
So like you'll probably you'llprobably lose out on some
(06:05):
carriers that might be a betterfit for a lane just because of
the tech aspect of getting themELD integrated quick enough.
It is a pretty fast process, soit shouldn't be that long.
But if you're talking to anowner up or a small company,
like they might, theirdispatcher might be working
another job and they might notjust be able to do this in the
time it takes to get the loaddispatched.
So like there is some downsideto it, but there's increased
risk.
(06:25):
And I would say on the otherside, you probably have a larger
risk, but you have access tomore carriers.
And that's the trade-off, right?
The more things you layer on tomake it safe, the more things
you keep out.
You there is no black or whiteway to draw a perfect line.
SPEAKER_01 (06:40):
I have exceptions and things like that.
Yeah.
SPEAKER_00 (06:42):
Yeah.
So like with all of them, thereare some edge cases and
exceptions where like maybe it'sa little riskier, maybe it
isn't.
And that's why it's important tounderstand the kind of freight
you're moving and howsusceptible it is to freight.
Because like most of the loadswe've seen stolen, honestly,
even in hindsight, seem prettyobvious.
Like, yeah, I could see whysomeone would steal that.
It'd be real easy to resell.
And then you'll see other peoplethat move things that nobody
(07:04):
steals, and you're like, well,that kind of makes sense.
It'd be really hard to resell acoil unless you had like people
that you knew you could sell itto that could scrap it and make
sure you don't get caught withit, right?
So, like, again, there's not aone size fits all because what
you're moving, how expensive itis, how easy it is to steal or
resell, which are kind of thesame thing, and how much money
(07:26):
you're willing to put towardsthese things.
And then if you do just go allin, like you and I have talked
about, is like, we could pullthe trigger on doing the same
thing you are.
The reason we haven't gone tostraight ELD tracking on
everything is like some of ourfreight is not super high value,
and like a lot of the smallercarriers that move it for us
aren't gonna be able to get theELD thing done, I think, quick
(07:46):
enough, and we're gonna lose outon that capacity.
And that's kind of the decisionwe've made, which is a little
different than yours, but wemove different types of freight
and have different risk profilesas companies.
SPEAKER_01 (07:56):
100%, 100%.
That's why I always say there'snot a one size fits all,
everyone's different, everycustomer's different, etc.
Um, all right.
Our next question Are there anygood platforms that I can use to
search for warehousing?
Uh man, I wish.
I've come across this question alot, and there's not like you
know, like Dre Edge has aDreadge directory.
(08:18):
Um I actually saw uh talk with aguy that owns DreDEX.
That's a new one where they'retrying to help uh figure out
rates and and um and a databaseof Dre Edge carriers.
But warehousing, I have everytime I've come into this, it
comes down to an individualsearch based on that specific
situation.
(08:39):
Whether it's short-term storageversus long-term storage versus
just a crosstalk as a truckbroke down, um, I always find
myself searching on theinternet, trying to find a
warehouse in you know, a certaincity.
So I don't know of a um databasethat's out there.
If you one of the things I willfind is that there's some good
(09:00):
brokerages out there that theyhave good like Google search
rankings.
If you search like find awarehouse, and um says someone
who doesn't work in our industryuh probably thinks like, oh,
it's just a big warehousingcompany.
And the reality is it's a it's a3PL who's gonna outsource it on
your behalf.
They probably have a an internaldatabase of of a lot of good
(09:21):
locations, but um warehouses arenot regulated in the way that
that trucking companies andbrokerages are, so that the
data's not available at afederal level the way that
anyone can get access to it, youknow, like it like a trucking
company.
So um what what's been your inyour experience?
What have you seen people dowhen they're looking for a
(09:42):
warehouse or a crosstalk?
Or what what something you'vedone?
Anything different than my oldGoogle search?
SPEAKER_00 (09:47):
No, honestly, like I old school Google zip codes and
I just make phone calls.
I'd probably use GPT a littlebit now and some things to maybe
like make that search go alittle faster um or more
effective.
SPEAKER_01 (10:02):
It's a manual process.
Yeah.
What I will say is like um iflike if you talk to a receiver,
right, or a shipper for thatmatter, they'll likely tend to
know where there's umwarehousing in their general
facility for a variety ofreasons, right?
It could be if it's an outboundtype deal, uh if they have if
(10:25):
they've you know they don't haveenough internal storage for
orders that are going out, theymight store either raw materials
or partially or fully finishedproduct in a nearby warehouse.
Um, same thing with a receiver.
If they can't uh receiveanything because they're they
got too much in internally, theymight use offsite storage as
well.
So if you are looking forwarehousing near your customer,
(10:49):
ask your customer if they'reaware of uh or the receiver,
right?
Ask just ask the shipperreceiver if they know of
anything.
But if something breaks downalong the way and you're looking
for a crossdock, um check to seeif you've got any customers or
shipper receivers in thatgeneral area and and leverage
them.
Otherwise, you're you're hittingthe uh interwebs the same way
that um you know the rest of usare doing it.
(11:11):
So wish I had a better answer,but there's not a big thing.
SPEAKER_00 (11:14):
Yeah, I mean, there might be a website that's kind
of compiling these things.
I don't know of any.
Um, but yeah, I mean, honestly,like I'd probably be doing
Google and go into like theagent mode of like GPT, yeah,
and then throwing this warehousein this area.
SPEAKER_01 (11:29):
Yeah, good problem.
SPEAKER_00 (11:30):
Because and again, like the other thing is like,
okay, what kind of warehousingsecuring 24-7 secure?
There's different levels ofsecurity, then you get into cold
storage, then you get into theinsurance, then you get into
bondage, versus none.
I mean, yeah, it is not just aone-size fits all, then there's
you know, climate controlledversus just outside storage.
So the details do matter becauseyou can find a warehouse, but
(11:53):
like, okay, does it have any ofthose things you need?
And also, like, now you get intothe pricing side.
What and how long are youstoring?
Are they long-term storage,short-term?
Do they have transloadingfacilities?
And then the rest of the thingsyou've got to kind of dig into.
Exactly.
SPEAKER_01 (12:06):
All right, last question.
How should I calculate theamount to pay a carrier for
their deadhead miles?
Not a one-size-fits-all answerhere.
I think it just depends on thesituation.
So if I really need thatcarrier, um, I'm probably gonna
have to be paying them a goodamount of extra money.
If that carrier really wants myload, I might not have to pay
(12:27):
anything for deadhead becauseit's a really attractive one for
them.
Maybe it's a backhaul.
Um, it just depends.
So you can't, like, for example,like if someone has to deadhead
100 miles, you can't just likeblanket agree that, yeah, um,
our internal SOP is to pay themX rate per mile for deadhead,
because it just is situationallydependent, right?
(12:49):
It depends on um time of yearand the weather, right?
If I'm deadheading 200 milesthrough a snowstorm for an
urgent pickup that has to getout, um, I'm definitely gonna be
paying that carrier a a bit ofextra money.
But it just really depends on umwho is who wants that
transaction to happen more.
(13:10):
Is it the broker that reallyneeds that load picked up for
the customer?
Is it the truck that reallywants to get to wherever that
load's delivering to?
It just really depends.
It's like it's like really anylane in general.
If I'm gonna send someone to acertain city, right, regardless
of deadhead, um, does a carrierwant to go to that city for a
certain reason?
Or do I just need to get thatload picked up?
(13:31):
That's my general take on it.
But I think overall, you youknow, you typically um you
consider that when it comes toum a rate to pay a truck, right?
And the same thing with when twotrucks are asking you for
different amounts of money, itcould be because of deadhead or
(13:52):
you know, the desirabledestination that that load's
going to.
Anything to add on that one?
SPEAKER_00 (13:58):
Yeah, just that there's two types of deadheads.
There's deadhead to pickup anddeadhead after delivery to their
next pickup, right?
Which are two different things,right?
Like if I'm deadheading you 150miles to a very good lane, maybe
if I'm paying you two bucks amile loaded miles or 250, maybe
I'm paying a buck fifty forempty miles because they're
(14:19):
using less gas.
And usually you'll get adiscount from your loaded mile
rate for the deadhead.
But if you're sending somebodyinto the middle of nowhere,
Montana, and the next loadthey've got to pick up is 250
miles away.
I'm gonna be probably payingcloser to loaded miles after
delivery because the carrier'sjust not gonna want to go there.
And you're not gonna know thatuntil you talk to the carrier
(14:42):
and you're gonna look at a rateand go, like, Why is you pay two
grand on this?
And the car's like, dude, I need2600.
And you're gonna go, why?
Like all the rate data showsthat mileage should be this,
right?
And the carrier or dispatcherwill pretty much tell you, yeah,
because my next load, any citythat I can pull a load from is
300 miles away.
Like I can't just drive for halfof a day and not get paid after
(15:04):
I deliver your load.
So you got to pay me a littlebit more to go there, right?
So again, context matters.
And all that is is a fancy wayof the conversation matters.
Listen, ask questions.
What are you looking for andwhy?
Where do you need to go afterthis?
Is it to get there or afterdelivery?
Because now you can talk to acouple other cares, most of
which will probably tell you thesame thing, and then you get a
(15:25):
pretty good feel for it.
Like, that's why, to me, I'm notlike a proponent of automation,
but like you really can't getthis information unless you're
talking to people, having aconversation.
You're not gonna get it viaemail.
Via email, care is just gonnagive you a number and you're
like, well, this number doesn'twork.
I don't know why, and then justkeep trying.
Like, none of these numberswork, and I don't know why.
Well, because you got to get onthe phone and actually have a
(15:48):
conversation with a human beingto learn their point of view to
be able to work towardssomething that's mutually
beneficial.
Works for both of you, all threeof you the shipper, you, and the
carrier.
SPEAKER_01 (15:58):
Good stuff, good questions.
Keep them coming our way, and wewill continue to answer them.
Any final thoughts, Ben?
SPEAKER_00 (16:04):
Whether you believe you can or believe you can't,
you're right.
SPEAKER_01 (16:09):
And until next time, go bills.
Welcome back for another final mile edition here
where we answer questions fromall over the internet.
Um, if you are new toFreight360, you got full-length
podcasts that come out everyFriday and our library on our
website, searchable of all kindsof content from sales, carrier
relationships, fighting fraud,all the good stuff.
(00:41):
Go to Freight360.net and checkout the Freight Broker Basics
course while you're there if youwant the whole kit and caboodle
of how to start and run abrokerage or train up your team
and check out our sponsors tohelp support the channel.
Ben, our first question What aresome good live tracking
platforms for simple on and offlive tracking?
(01:01):
Well, I'll tell you, if you wereto go back like 10 years ago, it
was pretty much macro point.
That was like the only the onlyone that like most people ever
worked with, which is aDescartes product now.
Um there's a whole lot oflocation-based tools that are
out there.
I mean, we've seen um even likedo you remember when DAT kind of
(01:24):
did a beta version, right?
Um, of trying out some tracking,and then they bought obviously
uh trucker tools this year.
So trucker tools, naturally alarge um uh a big player out
there for all kinds of stuff,including live tracking and
document submission.
Um Quickscope, big sponsor ofthe show.
(01:44):
Um they have load level fraudprotection location-based tool
where you can get geofencedpictures and um, you know,
verify the MC number on the sideof a truck uh to, you know, in
the right location, you know, inorder to release pickup
information.
You've got um you know singletext-based products like Text
(02:07):
Locate.
Um a lot of uh TMSs will havetheir own driver app as well.
I know that's kind of been abigger thing as well.
I'm I'm curious your thoughtsbecause they're historically you
would hear pushback from driversthat didn't want to be tracked,
and now it just to me kind ofseems like this is common
(02:29):
practice.
Like this is kind of like thenorm.
Like my company, we're we'regonna be switching to um
highways live ELD tracking,which I think is it's really
cool.
I know Highway, a lot of folkswill say it's hey, it's you know
kind of an expensive product,and it's really um for folks
that are at a scaled level oftheir business where it can fit
into your budget, a lot of thetools are really great to help
(02:51):
you save time, but um no textrequired if the e if the
driver's already ELD connected,boom, you can see where each VIN
is located, so that'll handlethe vast majority of your
shipments.
But I'm curious, what are yourthoughts on like in today's
market and the the norm?
What do you think is like a ago-to or a a you know whether
(03:12):
it's a product to use or just auh a process to implement,
what's kind of like the baselinefor for keeping uh keeping tabs
on where your shipment is?
Because it used to just be checkalls, you know what I mean?
Um and you maybe would GPS trackuh a high high value load or
something like that.
SPEAKER_00 (03:30):
I think you should still do do both for a lot of
reasons because macro point andtrucker tools, I think, are
still probably like yourstandard ones.
I think Quickscope has a betterproduct in a lot of ways and a
safer product.
Depends on what you can affordand what you're trying to do
with what your freight is.
SPEAKER_01 (03:47):
And I do believe they're they're they're gearing
towards a live trackingfunctionality and their and
their um updates too.
So that should be.
SPEAKER_00 (03:54):
Yeah, so when that comes out, to me, I'm gonna be
really anxious to try to usethat one.
Here's what I would say, andespecially somebody that spent
the past year on automations,AI, and literally in the weeds
of doing these things and seeinghow they work and what issues
come up.
This was on a post yesterdayfrom a carrier where they put
out there they found an app forbasically tracking spoofing,
(04:18):
meaning like you could justdownload this app and it had
millions of downloads foranybody that wanted to go to the
app store and you couldbasically just spoof phone
number tracking to a phone,right?
And he's like, I'm not sure howmany carriers are using this,
but clearly millions of themhave downloaded it, and it
definitely did work.
What I would say is the responseI heard from folks related to
(04:41):
that were macro point andtrucker tools will catch this if
you watch it, because you'll seethat the pattern doesn't have
the same movement as a normalphone should.
So it is apparent that you cansee the spoofing versus what it
should be doing when you'relooking at it.
(05:01):
But if you're automating it, youmight not see any of those
differences.
And you might have lots of loadsthat are being spoofed without
realizing.
So, like, there are still prosand cons because with any
technology, people are trying tofind a way around it.
And like, that is one of therisks to I would say entry-level
tracking, which by the way, weuse and we train our people to
(05:22):
look for these things, which iswhy we also train them to make
the phone calls to make sure itseems like what it is, which I
think is super important becauseautomation just isn't foolproof.
And I would say that like youand I have talked about this ELD
tracking versus phone linktracking is very different,
(05:42):
right?
But there are pros and cons toboth.
I would say ELD is probablysafer in most instances.
Yep, for sure.
But you're gonna you're gonnamiss out on some carriers that
either don't or can't or won'tor don't have the tech ability
to do it fast enough for them toget it to get you on their load,
right?
So like you'll probably you'llprobably lose out on some
(06:05):
carriers that might be a betterfit for a lane just because of
the tech aspect of getting themELD integrated quick enough.
It is a pretty fast process, soit shouldn't be that long.
But if you're talking to anowner up or a small company,
like they might, theirdispatcher might be working
another job and they might notjust be able to do this in the
time it takes to get the loaddispatched.
So like there is some downsideto it, but there's increased
risk.
(06:25):
And I would say on the otherside, you probably have a larger
risk, but you have access tomore carriers.
And that's the trade-off, right?
The more things you layer on tomake it safe, the more things
you keep out.
You there is no black or whiteway to draw a perfect line.
SPEAKER_01 (06:40):
I have exceptions and things like that.
Yeah.
SPEAKER_00 (06:42):
Yeah.
So like with all of them, thereare some edge cases and
exceptions where like maybe it'sa little riskier, maybe it
isn't.
And that's why it's important tounderstand the kind of freight
you're moving and howsusceptible it is to freight.
Because like most of the loadswe've seen stolen, honestly,
even in hindsight, seem prettyobvious.
Like, yeah, I could see whysomeone would steal that.
It'd be real easy to resell.
And then you'll see other peoplethat move things that nobody
(07:04):
steals, and you're like, well,that kind of makes sense.
It'd be really hard to resell acoil unless you had like people
that you knew you could sell itto that could scrap it and make
sure you don't get caught withit, right?
So, like, again, there's not aone size fits all because what
you're moving, how expensive itis, how easy it is to steal or
resell, which are kind of thesame thing, and how much money
(07:26):
you're willing to put towardsthese things.
And then if you do just go allin, like you and I have talked
about, is like, we could pullthe trigger on doing the same
thing you are.
The reason we haven't gone tostraight ELD tracking on
everything is like some of ourfreight is not super high value,
and like a lot of the smallercarriers that move it for us
aren't gonna be able to get theELD thing done, I think, quick
(07:46):
enough, and we're gonna lose outon that capacity.
And that's kind of the decisionwe've made, which is a little
different than yours, but wemove different types of freight
and have different risk profilesas companies.
SPEAKER_01 (07:56):
100%, 100%.
That's why I always say there'snot a one size fits all,
everyone's different, everycustomer's different, etc.
Um, all right.
Our next question Are there anygood platforms that I can use to
search for warehousing?
Uh man, I wish.
I've come across this question alot, and there's not like you
know, like Dre Edge has aDreadge directory.
(08:18):
Um I actually saw uh talk with aguy that owns DreDEX.
That's a new one where they'retrying to help uh figure out
rates and and um and a databaseof Dre Edge carriers.
But warehousing, I have everytime I've come into this, it
comes down to an individualsearch based on that specific
situation.
(08:39):
Whether it's short-term storageversus long-term storage versus
just a crosstalk as a truckbroke down, um, I always find
myself searching on theinternet, trying to find a
warehouse in you know, a certaincity.
So I don't know of a um databasethat's out there.
If you one of the things I willfind is that there's some good
(09:00):
brokerages out there that theyhave good like Google search
rankings.
If you search like find awarehouse, and um says someone
who doesn't work in our industryuh probably thinks like, oh,
it's just a big warehousingcompany.
And the reality is it's a it's a3PL who's gonna outsource it on
your behalf.
They probably have a an internaldatabase of of a lot of good
(09:21):
locations, but um warehouses arenot regulated in the way that
that trucking companies andbrokerages are, so that the
data's not available at afederal level the way that
anyone can get access to it, youknow, like it like a trucking
company.
So um what what's been your inyour experience?
What have you seen people dowhen they're looking for a
(09:42):
warehouse or a crosstalk?
Or what what something you'vedone?
Anything different than my oldGoogle search?
SPEAKER_00 (09:47):
No, honestly, like I old school Google zip codes and
I just make phone calls.
I'd probably use GPT a littlebit now and some things to maybe
like make that search go alittle faster um or more
effective.
SPEAKER_01 (10:02):
It's a manual process.
Yeah.
What I will say is like um iflike if you talk to a receiver,
right, or a shipper for thatmatter, they'll likely tend to
know where there's umwarehousing in their general
facility for a variety ofreasons, right?
It could be if it's an outboundtype deal, uh if they have if
(10:25):
they've you know they don't haveenough internal storage for
orders that are going out, theymight store either raw materials
or partially or fully finishedproduct in a nearby warehouse.
Um, same thing with a receiver.
If they can't uh receiveanything because they're they
got too much in internally, theymight use offsite storage as
well.
So if you are looking forwarehousing near your customer,
(10:49):
ask your customer if they'reaware of uh or the receiver,
right?
Ask just ask the shipperreceiver if they know of
anything.
But if something breaks downalong the way and you're looking
for a crossdock, um check to seeif you've got any customers or
shipper receivers in thatgeneral area and and leverage
them.
Otherwise, you're you're hittingthe uh interwebs the same way
that um you know the rest of usare doing it.
(11:11):
So wish I had a better answer,but there's not a big thing.
SPEAKER_00 (11:14):
Yeah, I mean, there might be a website that's kind
of compiling these things.
I don't know of any.
Um, but yeah, I mean, honestly,like I'd probably be doing
Google and go into like theagent mode of like GPT, yeah,
and then throwing this warehousein this area.
SPEAKER_01 (11:29):
Yeah, good problem.
SPEAKER_00 (11:30):
Because and again, like the other thing is like,
okay, what kind of warehousingsecuring 24-7 secure?
There's different levels ofsecurity, then you get into cold
storage, then you get into theinsurance, then you get into
bondage, versus none.
I mean, yeah, it is not just aone-size fits all, then there's
you know, climate controlledversus just outside storage.
So the details do matter becauseyou can find a warehouse, but
(11:53):
like, okay, does it have any ofthose things you need?
And also, like, now you get intothe pricing side.
What and how long are youstoring?
Are they long-term storage,short-term?
Do they have transloadingfacilities?
And then the rest of the thingsyou've got to kind of dig into.
Exactly.
SPEAKER_01 (12:06):
All right, last question.
How should I calculate theamount to pay a carrier for
their deadhead miles?
Not a one-size-fits-all answerhere.
I think it just depends on thesituation.
So if I really need thatcarrier, um, I'm probably gonna
have to be paying them a goodamount of extra money.
If that carrier really wants myload, I might not have to pay
(12:27):
anything for deadhead becauseit's a really attractive one for
them.
Maybe it's a backhaul.
Um, it just depends.
So you can't, like, for example,like if someone has to deadhead
100 miles, you can't just likeblanket agree that, yeah, um,
our internal SOP is to pay themX rate per mile for deadhead,
because it just is situationallydependent, right?
(12:49):
It depends on um time of yearand the weather, right?
If I'm deadheading 200 milesthrough a snowstorm for an
urgent pickup that has to getout, um, I'm definitely gonna be
paying that carrier a a bit ofextra money.
But it just really depends on umwho is who wants that
transaction to happen more.
(13:10):
Is it the broker that reallyneeds that load picked up for
the customer?
Is it the truck that reallywants to get to wherever that
load's delivering to?
It just really depends.
It's like it's like really anylane in general.
If I'm gonna send someone to acertain city, right, regardless
of deadhead, um, does a carrierwant to go to that city for a
certain reason?
Or do I just need to get thatload picked up?
(13:31):
That's my general take on it.
But I think overall, you youknow, you typically um you
consider that when it comes toum a rate to pay a truck, right?
And the same thing with when twotrucks are asking you for
different amounts of money, itcould be because of deadhead or
(13:52):
you know, the desirabledestination that that load's
going to.
Anything to add on that one?
SPEAKER_00 (13:58):
Yeah, just that there's two types of deadheads.
There's deadhead to pickup anddeadhead after delivery to their
next pickup, right?
Which are two different things,right?
Like if I'm deadheading you 150miles to a very good lane, maybe
if I'm paying you two bucks amile loaded miles or 250, maybe
I'm paying a buck fifty forempty miles because they're
(14:19):
using less gas.
And usually you'll get adiscount from your loaded mile
rate for the deadhead.
But if you're sending somebodyinto the middle of nowhere,
Montana, and the next loadthey've got to pick up is 250
miles away.
I'm gonna be probably payingcloser to loaded miles after
delivery because the carrier'sjust not gonna want to go there.
And you're not gonna know thatuntil you talk to the carrier
(14:42):
and you're gonna look at a rateand go, like, Why is you pay two
grand on this?
And the car's like, dude, I need2600.
And you're gonna go, why?
Like all the rate data showsthat mileage should be this,
right?
And the carrier or dispatcherwill pretty much tell you, yeah,
because my next load, any citythat I can pull a load from is
300 miles away.
Like I can't just drive for halfof a day and not get paid after
(15:04):
I deliver your load.
So you got to pay me a littlebit more to go there, right?
So again, context matters.
And all that is is a fancy wayof the conversation matters.
Listen, ask questions.
What are you looking for andwhy?
Where do you need to go afterthis?
Is it to get there or afterdelivery?
Because now you can talk to acouple other cares, most of
which will probably tell you thesame thing, and then you get a
(15:25):
pretty good feel for it.
Like, that's why, to me, I'm notlike a proponent of automation,
but like you really can't getthis information unless you're
talking to people, having aconversation.
You're not gonna get it viaemail.
Via email, care is just gonnagive you a number and you're
like, well, this number doesn'twork.
I don't know why, and then justkeep trying.
Like, none of these numberswork, and I don't know why.
Well, because you got to get onthe phone and actually have a
(15:48):
conversation with a human beingto learn their point of view to
be able to work towardssomething that's mutually
beneficial.
Works for both of you, all threeof you the shipper, you, and the
carrier.
SPEAKER_01 (15:58):
Good stuff, good questions.
Keep them coming our way, and wewill continue to answer them.
Any final thoughts, Ben?
SPEAKER_00 (16:04):
Whether you believe you can or believe you can't,
you're right.
SPEAKER_01 (16:09):
And until next time, go bills.
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