How to Start a Freight Brokerage: Licenses, Permits, and What It Actually Costs (2026 Guide)

1. How freight broker licensing works

A freight broker is a person or company that arranges the transportation of goods by motor carrier for compensation — without actually transporting the freight. You are the intermediary between shippers (companies that need goods moved) and carriers (trucking companies that move them). This role is regulated by the Federal Motor Carrier Safety Administration (FMCSA) under 49 U.S.C. 13903.

Operating as a freight broker without FMCSA authority is a federal offense. Penalties include fines of up to $10,000 per violation per day and potential criminal prosecution. The licensing process is straightforward but has several sequential requirements that must be completed in order: first the OP-1 application, then the surety bond filing, then the BOC-3 process agent designation, then UCR registration. Your authority does not become active until all components are in place.

The $75,000 surety bond is the most significant financial barrier. This was increased from $10,000 in 2013 specifically to raise the bar for entry and protect shippers and carriers from undercapitalized brokers. The bond is not insurance — it is a financial guarantee that you will pay carriers for services rendered and return deposits to shippers if you fail to deliver. If a claim is filed against your bond, the surety company pays and then pursues you for reimbursement.

The freight brokerage industry is large and fragmented. There are over 20,000 licensed freight brokers in the United States ranging from solo operators moving a few loads per week to publicly traded companies like C.H. Robinson, Echo Global Logistics, and Coyote Logistics that collectively move billions of dollars in freight annually. The fragmentation is a feature, not a bug, for new entrants — shippers of all sizes prefer having multiple broker relationships for coverage and pricing competition, and there is no incumbent advantage that prevents a new broker from earning business on the merits of service and relationships.

Most successful freight brokers come from the transportation industry — former trucking dispatchers, carrier operations managers, shipper logistics coordinators, or supply chain professionals who already understand the mechanics of freight movement and have existing relationships on one or both sides of the transaction. That said, people with no transportation background have successfully built brokerages, especially those who bring strong sales skills and a clear niche (specific commodity, specific geographic corridor, or specific industry vertical like automotive, retail, or food and beverage).

2. Federal requirements, step by step

3. Licensing timeline: what to expect week by week

The FMCSA broker authority process takes a minimum of 4-6 weeks from application to active authority under normal conditions. Here is what typically happens at each stage:

Delays typically come from: deficiency notices requiring corrected applications (1-2 additional weeks), sustained protest proceedings (30-90 days additional), or delays in the surety company filing your bond. Working with a surety company that has experience with FMCSA filings significantly reduces the risk of bond-related delays.

4. FMCSA broker authority: deeper look

The Unified Registration System (URS) is FMCSA's centralized online portal for all transportation entity registrations. Before URS, brokers had to file separate forms with multiple FMCSA offices. URS consolidated everything into a single application workflow at portal.fmcsa.dot.gov. Understanding exactly what the system does — and does not — automate saves you from common delays.

Broker authority (MC-B) vs. carrier authority (MC-C)

FMCSA issues two types of operating authority. Broker authority (sometimes called MC-B) authorizes you to arrange transportation for compensation without operating vehicles. Carrier authority (MC-C) authorizes you to physically transport freight using your own vehicles. These are separate applications with different requirements — carrier authority requires proof of insurance from a licensed motor carrier insurer (Form BMC-91 or BMC-91X) rather than a surety bond. Some companies hold both types of authority to operate as both a broker and a carrier; this requires complying with both sets of requirements simultaneously.

If you only plan to broker freight — never driving or owning trucks — you need broker authority only. Do not apply for carrier authority, as it adds regulatory obligations (safety fitness ratings, driver qualification files, vehicle inspection records) without benefit to a pure brokerage operation.

The 10-day protest period

After FMCSA receives your OP-1 application, it is published in the Federal Register for a 10-business-day protest period. Any regulated entity — carriers, other brokers, shipper associations — can file a formal protest objecting to your application. In practice, protests against pure broker applications are rare. Protests are more common when applicants have prior authority revocations, unpaid civil penalties, or affiliated parties with enforcement history. If a protest is filed, FMCSA reviews it and either dismisses it or schedules a proceeding. This can add 30-90 days to your timeline if a protest is sustained. To minimize protest risk: ensure your application is complete and accurate, verify that no principals in your LLC have outstanding FMCSA enforcement issues, and pay any prior civil penalties before filing.

Common rejection reasons

• Incomplete application. Missing EIN, incorrect business address, or missing officer information triggers a deficiency notice that adds weeks to processing.
• Prior enforcement history. Principals with prior FMCSA enforcement actions, revocations, or unpaid penalties may be denied or subject to additional review.
• Name conflicts. If your LLC name is too similar to an existing registered entity in FMCSA's system, the application may be flagged. Use a distinctive business name and check the FMCSA company database before filing.
• Failed to file bond within 90 days. If you don't file the surety bond (BMC-84) within 90 days of your authority being granted, FMCSA will administratively revoke the application. You would need to re-apply and pay the $300 fee again.
• BOC-3 timing errors. Attempting to dispatch loads before both the bond and BOC-3 are accepted and reflected in FMCSA's system (SAFER). Always verify active status in SAFER before booking the first load.

MAP-21 and the regulatory framework

The Moving Ahead for Progress in the 21st Century Act (MAP-21), enacted in July 2012, is the legislation that most significantly shaped modern freight broker regulation. MAP-21 increased the surety bond minimum from $10,000 to $75,000 (effective October 1, 2013), created stricter penalties for double brokering, and required brokers to maintain written records of all transactions for at least three years. The law was a direct response to broker insolvencies that left carriers unpaid — several large brokerages had collapsed during the 2008-2009 recession, causing cascading losses for carriers who had no recourse when brokers couldn't pay. The $75,000 bond level was set to approximate the financial exposure of a small broker operating at capacity for 30 days.

The full MAP-21 timeline for brokers: FMCSA published the final rule in January 2013. Existing brokers had until October 1, 2013 to post the new bond level. New applications after January 2013 were required to meet the $75,000 threshold immediately. As of 2026, the $75,000 requirement has not been adjusted for inflation — industry groups have periodically proposed increasing it further, but no change has been enacted.

5. Surety bond requirements in detail

The $75,000 bond is the financial linchpin of freight broker licensing. Understanding how it works — not just that it's required — helps you manage your costs intelligently and avoid surprises that can interrupt operations.

How surety bonds work

A surety bond is a three-party agreement: you (the principal), the surety company (the guarantor), and FMCSA (the obligee on behalf of shippers and carriers). The surety company guarantees to FMCSA that if you fail to fulfill your financial obligations — specifically, failing to pay carriers for services performed or failing to return deposits to shippers — the surety will pay claims up to $75,000. In exchange, you pay an annual premium for this guarantee. Critically, the bond is not a "get out of jail free" card. If the surety company pays a claim, they have full recourse against you to recover that amount. You will owe the surety company every dollar they pay out on your behalf.

BMC-84 (surety bond) vs. BMC-85 (trust fund)

Most new brokers use BMC-84 (the bond). BMC-85 is typically chosen by brokers who have strong capitalization but poor personal credit history — for example, someone who went through bankruptcy but has since rebuilt significant savings.

What triggers a bond claim

Bond claims are filed when a broker fails to pay a carrier for transportation services, or fails to refund a shipper's deposit after the freight was not transported. Common triggers: broker insolvency or bankruptcy, broker disputes a carrier's invoice in bad faith, broker collects freight charges from a shipper but disbands without paying carriers. Carriers typically have 18 months from the date of the alleged breach to file a claim, although this can vary. If a claim is filed and the surety investigates and finds it valid, the surety pays the carrier (up to $75,000 aggregate), then pursues the broker for reimbursement. Multiple claims can be filed — the $75,000 is an aggregate limit per bond period, not per individual claim.

Bond renewal and credit score impact

Surety bonds are typically issued for one year and must be renewed annually. Your premium at renewal is re-underwritten based on your current credit score, claims history, and financial statements. If you have had no claims and your credit has improved, your premium may decrease. If you have had a claim (even one that was resolved), your premium will increase significantly — some sureties will decline to renew entirely if a claim was paid. Managing your credit score is directly tied to your operating costs. New brokers should: pay all business obligations on time, avoid opening unnecessary credit accounts in the first year, and monitor their personal credit report quarterly. A 50-point improvement in credit score can reduce your bond premium by 2-3%, saving $1,500-$2,250 per year on a $75,000 bond.

6. Technology stack for freight brokers

A freight brokerage runs on software. Unlike a trucking company, your capital investment is in technology, not equipment. Choosing the right stack from the beginning matters — switching TMS platforms mid-operation is expensive and disruptive. Here is what every broker needs and what the market offers in each category.

Load boards

Load boards are the primary marketplace where brokers post available loads and carriers search for freight. They are the starting point for most new brokerages before direct shipper relationships are established.

• DAT Freight & Analytics — the largest load board in North America with 183+ million loads posted annually. Offers real-time rate data, carrier matching, and credit scoring for brokers. Most carriers check DAT daily. Pricing starts around $150/month for broker subscriptions. DAT's rate analytics are especially valuable for quoting shippers competitively.
• Truckstop.com — the second-largest board, with strong carrier relationships particularly in the flatbed and specialized freight segments. Includes carrier vetting tools and integration with most TMS platforms. Pricing comparable to DAT at $150-$200/month.
• 123Loadboard — a budget-friendly alternative at $35-$50/month, popular with smaller brokers and owner-operators. Smaller carrier pool than DAT or Truckstop but adequate for getting started.

Transportation Management Systems (TMS)

A TMS is your operational backbone — it manages load tracking, carrier assignments, invoicing, and compliance documentation. Without a TMS, you are manually tracking everything in spreadsheets, which creates compliance and cash flow risks.

• Tai TMS — a modern, cloud-based TMS designed specifically for brokers. Strong automation features for load tracking and carrier payments. Pricing starts around $200/month for solo brokers. Good choice for tech-forward new brokerages.
• Revenova — built on Salesforce, making it a strong choice if you want CRM and TMS in a single platform. Higher cost ($400-$800/month) but eliminates the need for separate CRM software.
• Aljex — a veteran TMS platform with deep compliance and accounting features. Popular with mid-size brokerages. Pricing $300-$600/month. Strong EDI integration with major shippers.
• McLeod Software — enterprise-grade TMS used by large brokerages and carriers. Highly configurable but expensive and complex. Better suited to brokerages doing 50+ loads per day than solo operators.

Carrier vetting tools

Verifying carrier credentials before every dispatch is not optional — it is a legal and financial obligation. The primary tool is free, but the workflow must be rigorous.

• FMCSA SAFER System (safer.fmcsa.dot.gov) — free government database. Check carrier authority status, insurance coverage, safety rating, and inspection history. Always verify before dispatching. A carrier with "Not Authorized" status has revoked authority — dispatching to them is illegal double brokering regardless of what they tell you.
• Highway — a paid carrier monitoring platform ($200-$500/month) that provides real-time alerts when a carrier's insurance lapses, authority is revoked, or safety rating changes. Reduces manual SAFER lookups and provides audit trails for compliance documentation.
• MyCarrierPackets — a carrier onboarding and vetting platform used by thousands of brokerages. Automates the collection of carrier setup packets (insurance certificates, W-9, signed broker-carrier agreements) and provides monitoring for insurance and authority changes.

Freight factoring

Freight factoring companies purchase your outstanding invoices (accounts receivable) at a discount in exchange for immediate payment. This solves the cash flow gap between when you pay carriers (net 30) and when shippers pay you (net 30-60). Factoring fees typically range from 1.5-5% of invoice value. Common freight factoring companies include OTR Solutions, RTS Financial, Riviera Finance, and TCI Business Capital. Some factoring companies also offer non-recourse factoring, where they assume the credit risk if the shipper doesn't pay — typically at a higher fee of 3-6%. Most new brokerages use factoring in their first 1-2 years until they build enough cash reserves to self-fund the payment gap.

When evaluating factoring companies, compare: the advance rate (typically 90-97% of invoice value is advanced immediately, with the remainder held in reserve and released after shipper payment), the fee structure (flat per-invoice fee vs. percentage, and whether the percentage is calculated on gross invoice or net), minimum monthly volume requirements, and contract length (some factors lock you in for 12 months with termination penalties). For new brokers with a handful of shipper accounts, look for factors with no monthly minimums and month-to-month contracts even if the fee is slightly higher.

Rate quoting and digital freight matching

Knowing what to charge shippers and what to pay carriers requires real-time market data. DAT's RateView and Truckstop's rate tools provide lane-level spot market rates and contract rate benchmarks. Newer digital freight matching platforms like Convoy, Echo Global Logistics, and Emerge connect brokers directly with shipper procurement systems for contract freight. As a new broker, spot market pricing via load boards is the starting point — contract freight (where shippers commit to volume at agreed rates) comes later as you build track records and relationships.

Pricing discipline is one of the most common failure points for new brokers. The temptation to undercut the market to win the first few loads erodes margin and trains shippers to expect below-market rates permanently. Use DAT RateView to understand the going rate for each lane before quoting, and price at or slightly below market — not dramatically below. You can compete on service quality (faster responses, better carrier vetting, proactive communication) without racing to the bottom on price.

7. Compliance and record keeping

Freight brokers face specific federal record keeping obligations under 49 CFR Part 371. These are not suggestions — they are regulatory requirements enforceable by FMCSA audit. Failure to maintain compliant records can result in civil penalties and revocation of your authority.

Required records per transaction

FMCSA requires brokers to keep records of each brokered shipment for at least three years. Each transaction record must include:

• Written broker-carrier agreement — a signed contract between your brokerage and the carrier specifying load details, rate, and payment terms. Must be executed before the carrier dispatches.
• Bill of lading (BOL) — the shipping document issued by the carrier when the freight is picked up, describing the goods, origin, destination, and terms. The broker must retain a copy.
• Freight bill or invoice — the shipper's invoice to the customer and the carrier's invoice to the broker.
• Proof of payment — documentation that you paid the carrier (cancelled check, ACH confirmation, wire transfer record).
• Evidence of carrier authority and insurance — the SAFER printout or carrier monitoring record at the time of dispatch, showing the carrier had active authority and valid insurance.

All records must be available for inspection by FMCSA auditors within 48 hours of a written request. Maintain records digitally in your TMS with organized archiving. A cloud-based TMS (Tai, Aljex, Revenova) will automatically archive most of these records as part of normal operations, but you must configure it properly and verify it captures all required data from day one.

Broker-carrier agreement requirements

The broker-carrier agreement is one of the most important compliance documents in your operation. Under 49 CFR 371.3, it must be in writing and must specify: the agreed compensation, the origin and destination of the shipment, the names of the shipper and carrier, and any special terms. Most brokerages use a master broker-carrier agreement (signed once when onboarding a carrier) supplemented by individual load confirmations for each shipment. The load confirmation incorporates the master agreement by reference and specifies load-specific details: pickup and delivery dates, commodity, weight, equipment type, rate, and accessorial terms.

The broker-carrier agreement must also contain the carrier's agreement not to re-broker the load without your written consent. This is your primary contractual protection against double brokering — a practice where a carrier you dispatched re-brokers your load to another carrier, often without your knowledge, which violates FMCSA regulations and voids the original carrier's insurance coverage on your freight.

Double brokering — prohibition and enforcement

Double brokering is explicitly prohibited under 49 U.S.C. 14916 (the MAP-21 double brokering provision). It occurs when a carrier accepts a load from a broker and then re-brokers it to another carrier — effectively acting as a broker without broker authority. It also occurs when a broker re-brokers a load to another broker without the shipper's consent. Both scenarios are federal violations. From a broker's perspective, the risk is substantial: if a carrier double-brokers your load and the second carrier causes an accident or loses the freight, your broker-carrier agreement is with the original carrier — the second carrier has no contract with you, and their insurance may not cover your load. FMCSA has increased enforcement of double brokering since MAP-21, with penalties up to $10,000 per violation per day.

Carrier vetting obligations

Brokers have a legal duty to vet carriers before dispatching. Courts have increasingly held brokers liable for cargo damage and personal injury when the broker failed to adequately verify carrier credentials. Your vetting checklist for every new carrier:

• Active operating authority in FMCSA SAFER (status must show "Authorized")
• Active bodily injury and property damage (BIPD) insurance — minimum $750,000 for general freight, $5,000,000 for hazmat
• Active cargo insurance — minimum $100,000 for general freight
• Safety rating of "Satisfactory" or "None" (not rated is acceptable; "Conditional" or "Unsatisfactory" requires additional review or rejection)
• No out-of-service orders currently active
• Signed master broker-carrier agreement on file

Beyond the checklist, experienced brokers pay attention to behavioral red flags during carrier onboarding: carriers who push to change the delivery address after pickup, carriers who claim their own MC number is "pending" and ask you to use a different entity, or dispatch contacts who cannot answer basic questions about their equipment or drivers. These are common indicators of fraud or identity theft in the carrier space — an increasingly common problem as bad actors use cloned carrier identities to steal loads. Always call the carrier's phone number on file in SAFER, not the number on an email they send you.

Biennial USDOT update and ongoing compliance calendar

Beyond the initial filing, freight brokers have recurring compliance obligations that must be calendared or automated:

• Biennial USDOT update — required every two years through FMCSA's URS portal. Even-numbered USDOT numbers update in odd-numbered years; odd-numbered USDOT numbers update in even-numbered years. Failure to update results in deactivation of authority.
• Annual UCR registration — must be renewed before the start of each calendar year. FMCSA typically opens registration in October for the following year.
• Annual surety bond renewal — your surety company will issue renewal notices 30-60 days before expiration. If the bond lapses, your authority is automatically suspended until a new bond is filed.
• Annual BOC-3 renewal — some process agent services charge an annual renewal fee. Confirm whether your provider requires annual renewal and calendar accordingly.
• Insurance certificate renewals — contingent cargo and general liability policies renew annually. Ensure coverage does not lapse between renewal dates.

8. Revenue model and financial projections

Understanding the economics of freight brokerage is essential before starting — the numbers look large on a gross revenue basis, but the margins determine whether you actually make money.

How broker margins work

A freight broker earns the spread between what the shipper pays you and what you pay the carrier. If a shipper pays $2,500 to move a load and you book the carrier for $2,100, your gross margin on that load is $400 (16%). Industry-standard broker margins run 10-20% of gross revenue. Factors that affect margin: lane competitiveness (popular lanes have tighter margins), carrier relationships (brokers with dedicated carrier networks get better rates), load volume (carriers give better rates to brokers who provide consistent volume), and market conditions (spot markets are more volatile than contract freight).

Load volume and income benchmarks

A solo broker working full-time can realistically move 20-50 loads per month in year one. Reaching 100+ loads per month typically requires either an agent network (sub-brokers on commission) or back-office support staff for carrier procurement and tracking.

Spot market vs. contract freight

Spot market freight is posted on load boards and filled on an ad hoc basis — you find a load, find a carrier, and move it. Spot market volumes fluctuate with economic conditions and seasonal demand. Contract freight is pre-negotiated volume commitments between shippers and brokers at agreed rates for a period (typically one year). Contract freight offers more predictable revenue and typically better margins once established, but requires a track record to win. New brokers start on spot market, build carrier relationships and operational credibility, and then pursue contract freight after 12-24 months of consistent performance.

The mix between spot and contract freight in your book of business has a large impact on earnings stability. A brokerage that is 80% spot market is highly exposed to freight market cycles — when spot rates collapse (as they did in 2019 and again in 2023), margins compress dramatically and brokers who lack the carrier relationships to negotiate lower rates get squeezed out. Brokerages with 50-70% contract freight maintain more predictable cash flows but must invest in shipper relationships and the operational infrastructure (EDI, TMS integrations, dedicated account management) that contract customers expect. The transition from spot-heavy to contract-heavy is the most important strategic shift a growing brokerage makes.

Building a carrier network as a competitive moat

One of the most durable competitive advantages in freight brokerage is a deep, loyal carrier network. Shippers can get spot quotes from dozens of brokers — they choose brokers who consistently cover their loads on time, with minimal damage, at competitive rates. That consistency depends entirely on having reliable carriers who prioritize your loads. Carriers — especially owner-operators and small fleets — are loyal to brokers who pay them quickly, communicate professionally, and give them steady freight in their preferred lanes. Building this requires: paying carriers faster than the industry standard (quick pay at net 7-14 instead of net 30), being honest about load details (weight, commodity, accessorials), and matching carriers to their preferred lanes rather than dispatching randomly. A broker with 50 loyal carriers who always answer the phone is worth more than one with 500 carriers who treat them as a last resort.

Fuel surcharges and accessorials

Most freight rates include a fuel surcharge component that adjusts weekly based on the Department of Energy's diesel price index. When quoting shippers, clearly separate the line haul rate from the fuel surcharge — some shippers negotiate fuel surcharges separately from base rates. Accessorial charges are additional fees for non-standard services: detention (waiting time at pickup or delivery beyond free time, typically 2 hours), layover (carrier unable to deliver due to receiver scheduling), lumper services (warehouse labor for unloading), and TONU (truck ordered not used, when a shipper cancels after a truck has been dispatched). Managing accessorials proactively is one of the biggest margin opportunities for new brokers — failure to bill accessorials is a common revenue leak.

9. Startup cost breakdown

The biggest variables are the surety bond premium (tied to credit score) and working capital needs (tied to how quickly you win shipper accounts). Brokers with strong credit (700+ score) and warm shipper introductions can start for under $10,000. Those starting from scratch with average credit should budget $20,000-$30,000 to cover six months of operation.

10. State-specific requirements

Federal FMCSA authority covers all interstate commerce. However, several states impose additional registration or bond requirements for transportation companies operating within their borders. These vary in scope — some are minor registration filings, others require additional bonds or licenses.

State requirements change periodically. Always verify current requirements with the specific state agency. Most interstate freight brokers (no intrastate operations) need only FMCSA authority. State requirements typically apply if you hold yourself out as a broker for intrastate (within-state) moves or if you operate a physical office in the state.

11. Growing beyond solo: agent networks and hiring

Most freight brokerages start as a one-person operation and remain that way through the first $1-2 million in gross revenue. Scaling beyond that typically takes one of two paths: hiring W-2 employees (account managers, carrier sales reps, and back-office coordinators) or building an agent network.

Independent freight agents are 1099 contractors who operate under your broker authority and use your TMS, load boards, and carrier relationships. You provide the infrastructure; they provide the shipper relationships and hustle. Commission splits typically run 50-70% of gross margin to the agent. For example, if an agent brokers a load at a $400 margin, they keep $200-$280 and your brokerage keeps $120-$200. The agent network model scales without adding fixed payroll costs, but requires careful agent vetting (they represent your authority and brand with shippers and carriers) and clear contractual protections against agents taking their shipper accounts to a competitor when they leave.

Hiring employees is appropriate when you have enough contract freight volume to justify predictable payroll. The typical hiring sequence: first, a back-office coordinator who handles carrier setup, document collection, and invoice processing (freeing you to focus on sales and carrier relationships); then, a carrier sales rep focused on building the carrier network; and eventually, account managers who own specific shipper relationships. Each W-2 employee adds $50,000-$80,000 in fully-loaded annual cost, so be conservative — hire only when a specific operational bottleneck is clearly limiting revenue growth.

12. Where new freight brokers run into trouble

• Operating without active authority. Your MC number is "granted but not active" until the surety bond and BOC-3 are filed and accepted. Arranging loads before your authority is fully active is illegal. Verify your authority status at FMCSA's SAFER System (safer.fmcsa.dot.gov) before booking your first load.
• Double brokering. Re-brokering a load to another broker (instead of directly to a carrier) without the shipper's written consent is illegal and grounds for authority revocation. Always verify that the company you dispatch to is a licensed motor carrier — check their MC number and insurance status on SAFER before dispatching.
• Cash flow crunch. The #1 business killer for new brokers. You pay carriers within 30 days but shippers may take 30-60 days to pay you. This creates a cash flow gap that can be bridged with freight factoring (selling invoices at a 2-5% discount for immediate payment) or a line of credit. Plan for at least 60 days of operating expenses as working capital.
• Inadequate carrier vetting. As a broker, you are liable for the carriers you dispatch. If a carrier has lapsed insurance, no authority, or a poor safety rating and they cause an accident or damage freight, you face liability. Always verify carrier insurance (active BIPD and cargo insurance), authority status, and safety rating before dispatching. Use FMCSA's SAFER System and carrier monitoring services.
• Not filing UCR or biennial updates. These seem like paperwork items, but failure to file UCR registration or biennial USDOT updates can result in suspension of your authority, fines, and inability to operate. Calendar these deadlines.
• Inadequate record keeping. Failing to maintain the three-year transaction records required under 49 CFR Part 371 can result in civil penalties during an FMCSA compliance review. Set up your TMS to automatically archive transaction records from day one.
• Underestimating the bond claim exposure. If you have a surety bond claim paid on your behalf, you owe the surety company the full amount paid — even if you've since sold or dissolved the business. Bond obligations follow you personally.

Frequently asked questions

Official Sources

• FMCSA: Broker Registration
• FMCSA: Surety Bond/Trust Fund Requirements
• FMCSA: Unified Registration System
• FMCSA: UCR Program
• FMCSA: Process Agent Requirements (BOC-3)
• FMCSA: SAFER System (Carrier Lookup)
• MAP-21: Moving Ahead for Progress in the 21st Century Act
• SBA: Apply for Licenses and Permits
• IRS: Employer Identification Number
• TIA: Transportation Intermediaries Association
• DAT Freight & Analytics: Load Board
• Truckstop: Load Board Platform