Today your operation lives in a broker's portal, a factoring company's ledger, and a TMS subscription. On Load Guardrails it lives in your own field, under your own key — free for carriers, with no sign-up fee, no subscription, and never a fee to haul a load. A funded-load layer that pays at verified pickup and delivery is planned as an opt-in capability.
When a broker brings you onto Load Guardrails, it sets you up with a Load Guardrails account — created if you're new to the platform, matched if you already have one. From then on your account, your loads, and your record live on Load Guardrails no matter which brokers you work with. You never re-file the same packet for the next broker, and your whole operation comes with you when you change brokers or go direct.
This funded-load pay flow is planned as an opt-in capability. It is not live today.
In it, the shipper prefunds the full load at funded, so nothing you do later depends on their accounts-payable cycle.
Example load: $2,500 rate. Accessorials agreed at creation (detention, layover, lumper) are part of the funded amount, not an argument later.
Everything that makes your operation a legal, insurable load lives in your own field under your own key: not in a broker's database, not in a vendor's. This is the part carriers have never had.
One driver qualification file per driver, with every document and its expiry. Brokers you allow read it for the load they're vetting, and only that.
Power units and trailers with VIN, plate, and the annual inspection date. A shipper doesn't need to ask if you have a reefer; it's a fact on your field.
Auto liability, cargo, and physical damage with limits and expiry, in your own field. When the opt-in funded layer is in use, every settlement event lands in one ledger you don't have to reconstruct from remittances.
The driver qualification file is defined by regulation. Load Guardrails tracks each document per driver and each inspection per unit, and surfaces what's expired and what's due inside 30 days, soonest first.
| Document | Rule | What we track |
|---|---|---|
| Employment application | 49 CFR 391.21 | On file |
| Motor vehicle record | 49 CFR 391.23 | Issued, due |
| Annual review of driving record | 49 CFR 391.25 | Issued, due |
| Road test certificate | 49 CFR 391.31 | On file |
| Medical examiner's certificate | 49 CFR 391.43 | Issued, expires (≤24 months) |
| Commercial driver's license | 49 CFR Part 383 | Number, class, expires |
| PSP safety history | 49 CFR 391.23(d) | On file |
| Drug & Alcohol Clearinghouse query | 49 CFR Part 382 | Last query, annual due |
| Annual vehicle inspection (per unit) | 49 CFR 396.17 | Expires |
| Who | What | Days |
|---|---|---|
| Rosa Ibarra (DRV-002) | CDL Part 383 | −60 · expired |
| Marcus Delane (DRV-001) | Clearinghouse query Part 382 | 7 |
| Marcus Delane (DRV-001) | MVR 391.23 · Annual review 391.25 | 10 |
| Unit 104 (1FUJGLDR8CLBP8834) | Annual inspection 396.17 | 10 |
| Marcus Delane (DRV-001) | Med card 391.43 | 20 |
Example output from the carrier compliance core. A driver with an expired CDL can't be bound to a load; the transition is denied at accepted.
At accepted, the load is bound to your USDOT, one unit, and one driver. From then on, only that combination can move it to picked_up. There's no "authorized carrier" field for someone to overwrite, because the binding is part of the record every party reads.
A broker sees your slice because it administers the load, not because it owns it. Re-tendering a bound load to another carrier is a policy denial, and denied transitions are never written.
Pickup verified against a different unit or driver fails. The shipper and receiver see the same binding you do, so an impostor at the dock is caught at the dock, not in a claim six weeks later.
Non-solicitation clauses exist because the broker "owns" the relationship. On Load Guardrails the relationship is an address and access is a grant. Switching to direct is a novation written to the load with all three consents: the broker's margin claim ends, and the shipper and carrier get a direct grant — a recorded, consented operation on the load, not a lawsuit. Any broker may offer that switch on its own terms; the notice, fees, and non-solicitation terms are the broker's, and Load Guardrails takes no position on them.
C suffix for property authority. Your MC number is kept as a reference.No TMS subscription and no cost to carriers — no sign-up fee, no subscription, and never a fee to haul a load. Brokers and shippers pay for the platform's paid capabilities; pricing is published before those capabilities launch.
Owner-operators, small fleets, and large carriers: get on the interest list and we'll start the onboarding conversation ahead of launch.
Join the interest list