Features

Everything, in the order a load happens

Freightiva is one system for a freight brokerage: who you book, how you paper it, how you watch it, and how everybody gets paid afterwards. This page walks the same ground as the home page, with the detail left in.

Carrier identity vetting

Vetting tools mostly score safety data from FMCSA. That data is public and identical everywhere, which means it cannot be the thing that separates you from the broker down the road — and it is not the thing that loses freight. Freight is lost to identity: an MC number that is dormant, bought, or simply spoofed, answered on a VOIP line by somebody working from a domain that looks like an established carrier's.

Freightiva scores five areas separately — identity, authority, insurance, safety and conduct — and reports the worst of the five as the overall score, never the average. That is the whole design. A stolen authority has an excellent safety record, because the record belongs to the carrier it was stolen from; averaging the five is how a clean record buries a fake identity.

• Contact details that changed last week When the phone number and email on a carrier's record moved days before they answered your load, that is a fact worth knowing before the truck is loaded, not after.
• Brand-new lookalike domains A domain one character away from a carrier with twenty years of history, and registered more recently than the load it is chasing.
• Chameleon carriers A fresh authority registered at the address of one that was revoked — same yard, same people, clean paperwork.
• Paper fleets Twenty-two trucks claimed on the authority and not one roadside inspection in two years. Trucks that actually run get inspected.

Secure rate confirmations

The document is never emailed. An emailed PDF reaches whoever controls that inbox and then whoever they forward it to, carrying your load number, your shipper and your rate, and authenticating nobody.

• The link only goes to a contact already on the carrier's recordNot to whichever address turned up in the offer email.
• Opening it needs a one-time codeSent to that contact and good once. A forwarded link by itself opens nothing.
• Accepting captures the driver and the truckName, phone, tractor and trailer, recorded by the carrier at acceptance.
• The truck that arrives is checked against itA different tractor at the dock is a question while the freight is still on the ground.

Finding a truck

When a load is uncovered, Freightiva looks for carriers whose last delivery was near your pickup, recently. The list is ranked by distance and recency first, then by lane and equipment, then by your own history with the carrier and your own fallouts — a carrier who has left you sitting sinks, whatever their public record says. Each row carries the dispatch number, ready to tap, because calling is the next thing you were going to do anyway.

Every load closes with a scorecard: communication, on-time performance, responsiveness, and what actually went wrong in words. It is shown to the next person about to book that carrier, which is the only moment it is worth anything.

Live tracking

A pin on a map answers where a truck is. Dispatch is being asked something else on the phone: will it make the appointment. Freightiva shows trip progress — miles driven against miles left, current speed and average speed — and an ETA that accounts for the rest the driver is legally required to take. A truck two hundred miles out with an hour of drive time left is not two hundred miles away.

Driver messaging

Dispatch asks for an ETA; the driver answers in their own words, one-handed, at a fuel desk. Freightiva reads the reply and updates the load, so the answer lands on the record rather than in somebody's messages.

Credit

Credit works the way brokerages actually work. An agency requests a limit on a customer and says why; the broker approves it, trims it or refuses it. The broker decides because the broker carries the receivable and the broker carries the insurance — whoever holds the risk holds the pen. The decision stays on the customer's record with who made it and when.

Pay for agencies and sub-agencies

Tiers, salary, draws, overrides and bonuses, set per agency and again per sub-agency underneath it, because that is how these programs are built. Anybody on a base gets a break-even readout: what they have to produce to cover it, while the month is still running rather than at the end of it.

Settlements close on your calendar. Profit splits follow each agency's own contract, reserves hold, chargebacks land on the next statement, only the people you name can approve a payout, and every cent on a statement traces back to the load it came from.

Documents

A rate confirmation is not a receipt — it is instructions, read at four in the morning in a yard by somebody who has never been to this shipper. On a multi-stop rate con the gate number is boxed against its own stop rather than buried in notes at the bottom, and pallets and weight are given per stop, so a driver knows what comes off where before the doors open. The bill of lading carries a signature block at every stop, instead of three lines at the foot of the page for a load that touches five docks.

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Covering freight

Every TMS has an “uncovered” filter, and it treats a load picking up in nine days exactly like one picking up in four hours. That leaves the arithmetic that matters to whoever is reading the list — and they do it once, at nine in the morning, for the whole board.

Freightiva measures the gap to pickup instead. Past pickup and still open sits at the top, then what needs covering today, then what is worth watching. The thresholds belong to the brokerage: an operation running drop trailers out of one plant covers loads the same morning, and a produce desk books a week out. Both are right about their own freight.

• Every row carries the sentence rather than the number — “picks up in 5 h and nobody is on it, posted 11 h ago”. Posted eleven hours ago and still open is a different conversation from never posted at all.
• Reposting on a clock the agent sets, load by load. Not a brokerage-wide setting: how often a load is worth reposting depends on the lane, the season and who is chasing it.
• An offer that climbs a ladder you chose to a ceiling you chose, with the whole ladder shown as dates and dollars before it starts. A ladder without a ceiling is refused — that is the one that covers at a loss overnight while everybody is asleep.
• It stops itself the moment a carrier is booked, when the load moves past dispatch, when the schedule finishes, or when a board refuses a posting — and writes down which.
• Freight that ships the same days every week builds itself from one of your load templates, once per occurrence, guaranteed by the database. It never looks backwards: pause one for a month and it does not come back and create thirty loads.

The parts nobody sells you

The features a dispatcher touches forty times before lunch, which is a different list from the one on the demo.

• A loadboard you drive from the keyboard. j and k to move, Enter to open, x to select, a for everything the filter is showing, c to copy the load number, / to search, ? for the list — because shortcuts nobody was told about are shortcuts nobody uses.
• A thin margin, said out loud, and never blocked. Put the carrier pay above the customer rate and it tells you, then lets you save it. Every brokerage that tried a hard margin floor ended up with agents booking at the floor exactly and keeping the real number in a spreadsheet. It is there for the transposed digit, not for second-guessing the agent.
• Each customer’s own short list of carriers — the ones somebody decided on, as opposed to the ones that happen to have run recently. Carrier, driver and dispatcher applied in one click. One whose insurance lapses stays on the list, greyed, with the reason beside it.
• Whoever already runs your carrier packet. Highway, MyCarrierPackets, Truckstop or RMIS own the packet and the identity checks and we read their verdict. Asking your carriers to fill in a second one here is how a TMS gets worked around. If you use none of them, we collect it ourselves.
• A dark theme, chosen rather than inverted. Every status colour was picked again against a dark ground. A flipped light theme gives pure black on pure white, which is what makes people switch back after a day.
• Phone, tablet and desktop. The five screens people live in sit along the bottom of a phone under the thumb; tables become cards rather than a horizontal scrollbar.

What is kept, and what is not

Two questions get called “retention”, and answering them the same way is how a brokerage loses a case it would have won.

Records are the evidence — a rate confirmation, a signed BOL, a POD, an invoice. A broker keeps a record of each transaction for three years under 49 CFR 371.3, and a cargo claim or a freight-charge dispute surfaces years later. There is no setting for any of it, and that is deliberate: a control that could delete the evidence is one somebody eventually uses.

• Truck positions, message bodies and sign-in history can age out on a schedule you set — the volume, not the evidence.
• Each has a floor beneath which it is refused, and the refusal says what you would lose rather than reporting a validation error.
• Every stream starts at keep-forever, so an installation nobody has configured deletes exactly nothing.
• It counts what a policy would remove before you commit to it, and keeps a dated record of what it actually did — which is what to show somebody who asks whether the policy is real.
• A message body is blanked rather than the message deleted: who spoke and when is the shape of a conversation, and removing it would rewrite a thread somebody may be reading in an audit.