How to Start a Freight Brokerage in 2026: License, Bond, TMS & First 90 Days

What a Freight Broker Actually Does

A freight broker is a federally licensed intermediary that arranges the transportation of freight between shippers — companies that need goods moved — and carriers — trucking companies and owner-operators with equipment to move them. Brokers do not own trucks or employ drivers. They operate as a marketplace, maintaining carrier relationships across thousands of lanes, negotiating spot and contract rates, tendering loads, tracking shipments, managing claims, and handling the paperwork that every shipment generates. The broker earns the spread between what the shipper pays and what the carrier receives, typically 10% to 20% per load on FTL freight.

The economic logic of freight brokerage is straightforward: shippers need reliable access to capacity in lanes they can't always predict, and carriers need consistent load access in geographies they can't always control. Brokers solve both problems at scale. The largest brokerages — C.H. Robinson, Echo Global Logistics, TQL — handle millions of shipments annually across hundreds of thousands of carrier relationships. But the fragmented nature of trucking (roughly 90% of US carriers operate fewer than 6 trucks) means that regional relationships, lane-specific expertise, and fast communication still allow new brokerages to compete effectively on service quality.

In 2026, the broker's role increasingly extends beyond load matching. Modern freight brokers use Transportation Management Systems (TMS) to automate routine tasks, load boards to access real-time capacity data, carrier vetting platforms to confirm insurance and authority, and digital tools to provide shippers with shipment visibility that used to require manual check calls. The technology layer doesn't replace the broker — it amplifies what a single broker representative can manage, raising the ceiling from 3–5 loads per day in a purely manual operation to 15–25 loads per day for a broker using modern tools effectively.

The 5 Legal Requirements to Operate as a Freight Broker in 2026

Freight brokerage is a federally regulated activity in the United States. Operating as a broker without proper authority is a federal violation and exposes you to liability on every load. The five requirements below are not optional — they are the legal foundation that every freight broker must have before arranging a single shipment.

Requirement 1: Obtain FMCSA Broker Authority (MC Number)

Every freight broker must hold a Motor Carrier Operating Authority — specifically a "Broker of Property" authority — issued by the Federal Motor Carrier Safety Administration (FMCSA). You apply through the FMCSA's Unified Registration System (URS) at safer.fmcsa.dot.gov. The application requires a USDOT number (which you'll apply for simultaneously if you don't already have one), your legal business entity information, and payment of the $300 filing fee. After filing, you'll receive an MC number and begin a mandatory 10-business-day waiting period before the authority can be activated. During this period, the public can protest your application — a rare occurrence for new brokers but the reason the waiting period exists.

Requirement 2: Register with USDOT

In addition to broker authority, you must register your business with USDOT through the same URS portal. The USDOT number identifies your company in federal databases and is required before you can obtain operating authority. If your business will operate any commercial motor vehicles in addition to brokering freight, you'll need to complete additional FMCSA registrations for motor carrier authority — but for a pure freight brokerage, broker-only registration is sufficient.

Requirement 3: Post a $75,000 Surety Bond (BMC-84) or Trust Fund (BMC-85)

Federal law requires every licensed freight broker to maintain a $75,000 surety bond, filed with the FMCSA on Form BMC-84, or an equivalent trust fund arrangement on Form BMC-85. The bond protects carriers: if a broker collects freight revenue from a shipper and fails to pay the carrier, the carrier can file a claim against the bond up to its $75,000 face value. The bond premium — what you actually pay annually — is not $75,000. It's a percentage of the bond face value based on your personal credit score and business history. For first-time brokers with good credit, expect to pay $1,500 to $3,000 per year for the bond. Poor credit can push premiums to $9,000+ annually. The bond must remain continuously in force; if it lapses, your operating authority is automatically revoked.

Requirement 4: Designate a Process Agent in Every State You Operate (BOC-3 Filing)

The BOC-3 form designates a process agent in every U.S. state — a legal representative who can accept court documents and service of process on your behalf in any state where legal action might be filed against your brokerage. You don't hire 50 individual process agents; you use a process agent service company that maintains agents in all 50 states. BOC-3 filing services typically cost $25 to $75 as a one-time fee. The BOC-3 must be filed with the FMCSA before your authority will be activated.

Requirement 5: Maintain a Registered Business Entity

While not technically an FMCSA requirement, operating as a sole proprietor freight broker creates unlimited personal liability exposure. You should form an LLC or corporation in your state before applying for authority. An LLC provides liability separation between your personal assets and claims that arise from brokerage operations. Operating as a business entity is also required by most TMS providers, load boards, shipper contracts, and factoring companies. Form your entity first, then apply for FMCSA authority under the business name.

Step-by-Step: How to Start a Freight Brokerage in 2026

1. Form your business entity. Register an LLC or corporation in your state. Choose a name that doesn't conflict with existing brokerages and is available as a domain. Obtain your EIN from the IRS (free, instant at irs.gov). Open a dedicated business bank account — your brokerage finances must be separate from personal accounts from day one.
2. Apply for your USDOT number and MC broker authority. Go to safer.fmcsa.dot.gov, navigate to the Unified Registration System, and complete the online application. You'll need your entity information, EIN, business address, and the $300 application fee (paid by credit card). Select "Broker of Property" as your authority type. You'll receive your USDOT number immediately; your MC number is assigned within a few days.
3. Purchase your $75,000 surety bond. Contact a surety bond provider after receiving your MC number. Major freight broker bond providers include JW Surety Bonds, SuretyBonds.com, and many transportation insurance agencies. Provide your MC number, business information, and consent to a credit check. You'll receive the BMC-84 form electronically; the bond provider files it directly with FMCSA.
4. File your BOC-3 process agent designation. Use a BOC-3 filing service (National Registered Agents, FMCSA BOC-3 providers). Pay the $25–$75 fee; they file the form with FMCSA within 24–48 hours. Keep a copy of your confirmation.
5. Wait out the 10-business-day objection period. After all filings are complete, FMCSA publishes a notice of your pending authority. If no objections are filed within 10 business days, your broker authority activates automatically. Check status at safer.fmcsa.dot.gov using your MC number.
6. Subscribe to a TMS platform. Before you book your first load, you need a Transportation Management System designed for freight brokers. Evaluate Tai TMS, AscendTMS, RoseRocket, McLeod LoadMaster, BrokerPro, and Turvo based on your projected load volume, budget, and whether you need carrier portal functionality. Free trials are available on most platforms. Implement your TMS before you have loads to manage — the learning curve is real.
7. Subscribe to at least one load board. DAT One and Truckstop.com (formerly Truckstop) are the two dominant load boards in North America. DAT provides the highest transaction volume with deep lane-level data; Truckstop offers strong carrier relationship tools and credit monitoring. Most active brokers subscribe to both. Sylectus serves the expedite and specialized freight market. Load board subscriptions cost $150–$500/month depending on the plan tier.
8. Set up carrier vetting processes. Before dispatching a carrier, you must verify their authority status, insurance certificates, and safety record. Carrier411 and MyCarrierPortal provide authority and insurance monitoring with automatic alerts when carriers lose coverage. Highway (HW) focuses on fraud prevention and carrier identity verification — especially important as double-brokering has become a significant industry problem. RMIS (Reliance Network) offers carrier monitoring with automated COI tracking used by large brokerages. Pick at least one carrier vetting platform and integrate it into your onboarding workflow before activating your first carrier.
9. Obtain contingent cargo insurance and general liability insurance. Your $75,000 bond protects carriers from non-payment; it does not cover cargo claims. Freight brokers should carry contingent cargo insurance (typically $100,000 minimum) and E&O (Errors & Omissions) professional liability coverage. Contact a transportation insurance specialist — Reliance Partners, Hub International, or McGriff are active in the broker market.
10. Build your carrier base before pursuing shippers. Before you approach a shipper, you need the ability to cover loads. Spend time on DAT and Truckstop identifying active carriers in your target lanes. Vet and onboard 20–50 carriers before your first shipper conversation so you can quote with confidence. Carrier relationships built before you have loads create goodwill; carriers remember brokers who found them backhaul freight before asking for favorable rates.
11. Pursue your first shipper accounts. Cold outreach is the standard new-broker path. Identify shippers in your geographic market with freight volumes that match your carrier base. Manufacturing plants, distributors, and agricultural operations that ship 5–50 loads per week are strong targets. LinkedIn, Google Maps business listings, and state manufacturing associations are useful prospecting sources. Your pitch: competitive rates, fast communication, and personal accountability from an owner who runs every load.
12. Complete formal broker training. The Transportation Intermediaries Association (TIA) — the industry's trade association — offers the Certified Transportation Broker (CTB) certification and training programs covering broker operations, compliance, carrier relations, and business development. Freight Broker Boot Camp (freightbrokerbootcamp.com) offers intensive online and live training programs specifically designed for new brokers, covering load boards, TMS use, carrier vetting, and sales. Neither is federally required, but both accelerate competency and signal professionalism to shippers.

Freight Broker Startup Costs: What to Budget in 2026

The following table reflects realistic startup cost ranges for a solo freight broker or small team launching in 2026. Costs assume a home-based or virtual office setup — adding physical office space increases monthly overhead significantly.

A note on factoring: Most new freight brokers use invoice factoring to manage cash flow. Factoring companies advance 90%–97% of invoice value within 24–48 hours, eliminating the wait for shipper payment — in exchange for a 1.5%–4% fee. Freight-specific factoring companies like OTR Capital, RTS Financial, and Apex Capital offer broker factoring programs. Factor fees reduce your margin but solve the cash flow problem that kills many new brokerages before they reach profitability.

Choosing Your TMS: Freight Broker Platforms Compared

Your TMS is the operational spine of your brokerage. Every load you book, every carrier you dispatch, every invoice you generate flows through it. Choosing the right TMS at launch is critical — migrating loads and data mid-operation is painful and disruptive.

Tai TMS

Tai TMS is built specifically for freight brokers, with a UI optimized for high-volume load management. Key strengths include automated carrier matching, integrated load board connectivity, customer portals, and a modern interface that new brokers find less intimidating than older legacy systems. Tai is particularly well-regarded for its automation capabilities — rules-based workflows reduce manual tendering on repeat lanes. Pricing scales with user count and transaction volume, making it viable for solo brokers through mid-size operations.

AscendTMS

AscendTMS occupies a unique position as the only freight broker TMS with a genuine free tier — a fully functional plan for brokers moving fewer than a certain load volume per month. The free tier has made AscendTMS the most widely adopted TMS among new brokers who need to prove their business before committing to subscription costs. The platform covers load management, carrier dispatch, customer invoicing, and basic reporting. Paid tiers unlock EDI integration, advanced reporting, and API access. For a broker just starting out, AscendTMS's free tier is the most cost-effective way to get operational.

RoseRocket

RoseRocket is a modern, cloud-native TMS designed for both carriers and brokers. Its broker module focuses on customer portal visibility, real-time tracking, and a clean API ecosystem that integrates with load boards, ELD providers, and accounting software. RoseRocket's design philosophy emphasizes shipper-facing features — the customer portal and real-time updates are genuinely differentiating for brokers competing on service quality. It's priced for growth-stage brokerages; the entry cost is higher than AscendTMS but the shipper experience tools justify it for relationship-focused operations.

McLeod LoadMaster

McLeod LoadMaster is the incumbent enterprise TMS used by large carriers and brokerages. If you're coming from an agent or employee background at a large brokerage, you likely know McLeod. It's comprehensive, deeply integrated with EDI networks, and battle-tested at high volume — but it's expensive, implementation is complex, and it's overkill for a new brokerage moving under 100 loads per day. McLeod makes the list because it's the platform many brokers aspire to grow into, and understanding its capabilities helps set context for what mid-market TMS platforms are trying to replicate.

BrokerPro

BrokerPro is a broker-focused TMS from 3PL Systems that combines load management with CRM functionality — tracking shipper relationships, call logs, and sales pipeline alongside operational load data. For brokers who prioritize business development as much as operations, the integrated CRM layer is genuinely useful. BrokerPro integrates with DAT and Truckstop and supports carrier portal functionality. It's a mid-market option suited to brokers who've outgrown AscendTMS and aren't yet ready for enterprise platforms.

Turvo

Turvo positions itself as a collaborative logistics platform rather than a traditional TMS — its core differentiator is a shared workspace model where carriers, shippers, and brokers all access the same real-time data through a unified interface. For brokers working with shippers who want deep visibility and collaboration, Turvo's transparency-first model creates customer stickiness that pure operational TMS platforms don't deliver. Turvo is priced at the higher end of the mid-market and is best suited to brokers already managing meaningful shipper relationships where the collaboration features create tangible differentiation.

Load Boards: Where Brokers Find Capacity in 2026

Load boards are the freight market's real-time capacity exchange. Brokers post available loads; carriers search for freight. Carriers also post available trucks (truck posts), which brokers can search to find capacity on specific lanes.

DAT One

DAT is the largest load board in North America by transaction volume, with over 1.6 million loads posted on peak days. DAT's market dominance creates a network effect: because most carriers check DAT first, posting a load on DAT reaches the broadest audience. Beyond load matching, DAT One provides lane-level rate benchmarking data — showing what loads on a given lane are actually paying in the spot market — which is essential for new brokers who are still developing intuition for market rates. The RateCast predictive analytics feature helps brokers forecast whether rates on a lane are likely to rise or fall. DAT One Power plan runs approximately $150–$350/month depending on user count.

Truckstop.com

Truckstop (formerly Truckstop.com) is DAT's primary competitor, with a strong carrier network and tools specifically built for broker-carrier relationship management. Truckstop's credit reporting integration — showing carrier payment history data — helps brokers evaluate shipper creditworthiness before extending credit terms. The Truckstop Rate Index provides spot market data comparable to DAT's benchmarking tools. Many experienced brokers subscribe to both DAT and Truckstop, using each for different segments of their carrier network or cross-referencing rate data for negotiating confidence. Pricing is comparable to DAT at approximately $150–$400/month.

Sylectus

Sylectus (owned by Omnitracs) serves a more specialized niche than DAT or Truckstop, with a focus on the expedite freight and specialized carrier market. If your brokerage will handle time-critical or specialized freight — air-ride, temperature-controlled, oversized, or expedited — Sylectus provides access to a carrier community purpose-built for those segments. For general truckload freight, DAT and Truckstop cover the market; Sylectus becomes relevant when your freight profile requires carriers with specific equipment or service capabilities.

Carrier Vetting: The Non-Negotiable Due Diligence Framework

Broker liability for cargo claims and accidents caused by carriers they dispatch has increased as courts and shippers hold brokers more accountable for carrier selection. The "negligent selection" legal theory — that a broker who dispatches a carrier with a poor safety record is partially liable for accidents that carrier causes — has resulted in significant judgments against brokerages that lacked documented vetting processes. Carrier vetting is not just compliance; it's legal risk management.

Every carrier you dispatch must be verified for:

• Active FMCSA operating authority — confirmed through the FMCSA SAFER system or a monitoring platform
• Current cargo insurance — valid COI with limits meeting your minimum requirements (typically $100,000+ cargo coverage)
• Current primary liability insurance — minimum $1 million per occurrence for property freight
• Safety rating — no Unsatisfactory safety rating; avoid carriers with open Conditional ratings unless you understand the specific violation
• Identity verification — confirming the carrier you're talking to is actually the carrier whose MC number they're using

Carrier411

Carrier411 is one of the longest-established carrier monitoring platforms in the market, tracking authority status, insurance, and safety data from FMCSA sources. Carrier411's monitoring service sends automatic alerts when a carrier's insurance lapses, authority changes, or safety data updates — preventing the situation where you dispatch a carrier using insurance that expired the previous week. Carrier411 integrates with several TMS platforms and provides a carrier report card view that consolidates key compliance data in one place. Pricing is volume-based, making it accessible for new brokers monitoring a small carrier base.

MyCarrierPortal

MyCarrierPortal (MCP) combines carrier monitoring with an onboarding workflow tool. The platform provides standard authority and insurance monitoring alongside features for managing carrier agreements and contact information. MCP's carrier portal lets carriers upload their own documentation — reducing the manual back-and-forth of collecting insurance certificates via email. For brokers onboarding multiple carriers per week, MCP's onboarding workflow reduces the administrative load of documentation collection. The platform is used widely enough that many carriers are already registered, reducing the onboarding friction for your brokerage.

Highway (HW)

Highway focuses on freight fraud prevention — specifically the double-brokering, identity fraud, and cargo theft schemes that have become epidemic in the trucking industry. Double-brokering occurs when a carrier that accepts a load re-brokers it to another carrier without the original broker's knowledge or consent, creating a chain of custody problem and, often, a payment dispute. Highway's verification tools cross-reference carrier identity data against known fraud patterns, flag carriers that have been associated with double-brokering incidents, and provide identity confirmation that the carrier on the phone is actually the carrier whose authority they're presenting. In 2026, fraud verification is a table-stakes capability — brokers who skip it are running a known and preventable risk.

RMIS (Reliance Network)

RMIS (Risk Management Information Services, now part of Reliance Network) is the enterprise-scale carrier compliance and insurance certificate management platform used by large brokerages and shippers. RMIS automates COI collection, tracks policy expiration dates across thousands of carriers, and provides compliance reporting for enterprise shipper contracts that require documented carrier qualification processes. For a new brokerage, RMIS may be more infrastructure than you immediately need — it becomes essential as your carrier network grows into the hundreds and manual COI tracking becomes untenable.

How to Find Your First Shippers: 90-Day Business Development Playbook

Getting your legal authority and technology in place is the easy part of starting a freight brokerage. The hard part is finding shippers willing to trust a new broker with their freight. Your first 10 shipper accounts will determine whether your brokerage survives. Here's a focused approach to business development for new brokers in 2026.

Start With What You Know

Your existing professional network is the highest-conversion prospecting source you have. If you've worked in transportation before — as a dispatcher, carrier sales rep, logistics coordinator, or in any freight-adjacent role — you have relationships with shippers and carriers who already know you. One warm introduction from a former colleague is worth 100 cold calls. Exhaust your personal network before moving to cold outreach.

Target Mid-Market Manufacturers and Distributors

Fortune 500 companies have established carrier programs, dedicated transportation managers, and procurement processes that make new broker relationships slow to develop. Small shippers (under 10 loads/month) don't provide enough volume to build a business. The ideal prospect for a new broker is a mid-market manufacturer or distributor shipping 10–50 loads per week, large enough to need reliable capacity but small enough that a single broker contact can get a decision made. Industrial manufacturers, food and beverage distributors, building materials companies, and agricultural shippers in your regional market are strong target segments.

Cold Outreach That Gets Responses

Generic "we're a new freight broker and want to earn your business" emails don't work. Research the prospect's freight before you call: understand their primary shipping lanes, look up spot market rates on those lanes in DAT, and lead with specific value — "I cover I-80 Midwest lanes with dedicated carrier relationships and can beat your current spot rate by 8–12%." Specificity signals competence and separates you from the volume of generic broker outreach that transportation managers receive daily.

LinkedIn for Logistics Prospecting

LinkedIn's search filters (company size, industry, location, job title) let you identify transportation managers, logistics directors, and supply chain leads at target companies with precision. A connection request followed by a brief, value-specific message outperforms cold calls to company main lines. Building a LinkedIn presence that demonstrates freight market knowledge — posting about lane rates, capacity trends, market commentary — establishes credibility before your first conversation.

Your First 90 Days: Week-by-Week Timeline

The Most Common Freight Broker Mistakes (And How to Avoid Them)

Mistake 1: Dispatching Carriers Without Verifying Current Insurance

FMCSA authority databases update in near-real-time, but the insurance certificates you collected last month may have lapsed since then. A carrier whose policy renewed with a gap, or who switched insurers without notifying you, creates a coverage vacuum on loads they're hauling for you. Automated monitoring through Carrier411, MyCarrierPortal, or Highway solves this — but only if you're actually using it for every carrier in your active network, not just at onboarding.

Mistake 2: Pricing Loads Without Lane Market Data

New brokers who quote from gut feel rather than data either leave margin on the table (pricing too low) or lose loads to competitors (pricing too high). DAT and Truckstop provide real-time lane rate benchmarks — use them for every quote until you develop calibrated lane intuition. A rate that's 15% below market either means you're subsidizing the carrier to build a relationship, or you didn't know the market rate. Know which it is before you book.

Mistake 3: Extending Credit to Shippers Without Verification

Freight brokers effectively extend credit to shippers — you pay the carrier in 30–45 days regardless of whether the shipper has paid you. A shipper who doesn't pay creates a cash flow crisis: you owe the carrier money you don't have. Before extending payment terms to any shipper, run a credit check through Truckstop's credit monitoring tools, RMIS, or a third-party commercial credit report. Start new shipper relationships with shorter payment terms or upfront payment until you've established their payment reliability.

Mistake 4: Ignoring Double-Brokering Risk

Double-brokering — where the carrier you dispatch re-brokers the load to a second, unvetted carrier — has become a major problem in 2024–2026. The load moves, but without your knowledge, and the carrier you paid may not pay the actual carrier who hauled the freight. Highway (HW) provides identity verification tools specifically designed to flag carriers associated with double-brokering patterns. Adding a contract clause prohibiting re-brokering and using identity verification before dispatch reduces but doesn't eliminate the risk.

Mistake 5: Underinvesting in Carrier Relationships During Tight Markets

When capacity is plentiful, almost any broker can cover loads. When the market tightens — weather events, holiday surges, import spikes — brokers with strong carrier relationships get calls answered and loads covered. Brokers who only call carriers when they need something, and don't invest in the relationship otherwise, find their calls going to voicemail during the moments that matter most. Pay carriers quickly (or use QuickPay programs), communicate clearly about load details, and respect carrier time. The carriers you treated well when you needed them will be the ones who answer when the market gets hard.

Mistake 6: Trying to Work Every Load Type and Lane from Day One

New brokers who attempt to cover every load type, every geography, and every customer segment end up with a diffuse carrier base and no real depth anywhere. Specialization accelerates competency. Pick two or three lanes where you can build genuine carrier density and shipper relationships in the first 90 days. Depth in a few lanes produces better service quality, stronger carrier relationships, and more repeatable pricing than a mile-wide carrier network that's an inch deep.

Mistake 7: Skipping Formal Training

The regulatory and operational complexity of freight brokerage — FMCSA compliance, carrier contract language, claims handling procedures, billing dispute resolution — rewards structured learning. Brokers who skip formal training courses and try to learn by doing make expensive mistakes on basic process. The Transportation Intermediaries Association (TIA) offers the industry's recognized professional certification, and Freight Broker Boot Camp provides intensive operational training that compresses years of learning into weeks. The cost is $500–$2,000; the value is avoiding the $5,000–$50,000 mistakes that come from not knowing what you don't know.

Freight Broker Income: What to Realistically Expect

Freight broker income is highly variable — it depends on load volume, lane selection, margin discipline, and operating costs. Here's a realistic earnings model for a solo broker in years one through three:

• Year 1, months 1–3: $0–$5,000/month gross margin. Revenue building phase; expect to be unprofitable after operating costs until you reach 10+ loads/week consistently.
• Year 1, months 4–12: $5,000–$20,000/month gross margin. With 20–50 loads/week at 12–18% broker margin on average $2,000 FTL load, gross margin is $4,800–$18,000/month before overhead.
• Year 2: $20,000–$50,000/month gross margin. Established shipper base with recurring loads; lean operating model with TMS automation handling routine tasks.
• Year 3+: $50,000–$150,000+/month gross margin for successful solo operations; team-based brokerages scale further. Top-performing broker agents at established firms earn $150,000–$400,000 annually — owner-operators who've built a book of business can match or exceed that.

The range is wide because freight brokerage is a business with high operational leverage: the same infrastructure that handles 10 loads/week can handle 50 loads/week with the right TMS and processes. The bottleneck for most brokers is shipper relationships and carrier coverage, not technology capacity.

Freight Broker Resources and Industry Organizations

Transportation Intermediaries Association (TIA) — The primary trade association for freight brokers and 3PLs in North America. TIA offers the Certified Transportation Broker (CTB) designation, annual conference, regulatory advocacy, legal resources, and a member directory that can be used for referral relationships. Membership is strongly recommended; the CTB certification carries real market credibility with shippers. Website: tianet.org.

Freight Broker Boot Camp — A widely-used online training program focused specifically on the operational skills new brokers need: TMS usage, load board mastery, carrier vetting procedures, shipper sales techniques, and compliance fundamentals. The program format (video course + live coaching) allows self-paced learning while starting the authority process. Website: freightbrokerbootcamp.com.

FMCSA Licensing and Insurance (L&I) Division — The regulatory office that processes broker authority applications and maintains licensing records. Questions about the registration process can be directed to FMCSA's licensing and insurance inquiry line. Website: safer.fmcsa.dot.gov.

DAT Freight & Analytics — Beyond load board services, DAT provides market reports, rate trend analysis, and carrier capacity data that help brokers understand market conditions. Free resources include weekly market updates and lane rate indexes useful for pricing and shippers conversations. Website: dat.com.