Freight Billing & POD Desk

You run the trucks. I’ll run the billing.

Outsourced billing operations for for-hire carriers running 6–50 trucks. I chase the POD, match it to the rate confirmation, catch the detention and layover that should have been billed, get the invoice out, and follow the payment until it lands.

No TMS required. The back-office companies all work “inside your existing TMS”. Plenty of 12-truck carriers don’t have one — the rate cons are in an inbox and the PODs are photos on a phone. That’s fine. Send them however they already reach you.

Send me one load’s paperwork See the price

Where the money actually leaks

At 15 trucks you’re clearing somewhere around 180 loads a month. Every one carries a rate confirmation, a bill of lading, a signed POD, and an invoice that has to match all three. Miss a document and the load sits unbilled. Miss a detention claim and it’s simply gone.

What goes wrong	What it costs
POD never came back from the driver	The load can’t be invoiced at all
Detention sat unclaimed	Commonly $50–100/hour after the free window, unbilled
Layover, TONU, lumper not captured	Billable work, invisible by the time anyone looks
Invoice didn’t match the rate con	Short-paid, or held in dispute for weeks
Nobody chased the unpaid invoice	Cash sitting in someone else’s account

The size of it is not a guess. Accessorials — detention, layover, lumper, TONU — run 18–27% of invoice value across the industry, and carriers billing by hand capture under 80% of what they’re entitled to. The rest is work that was done, and never paid for.

None of this is difficult. It’s just relentless, and at a 15-truck carrier it usually sits with whoever else is already doing three jobs.

How it works

You forward the loadRate confirmation in, however it arrives. Email, a shared folder, a TMS export — whatever you already do.
I chase the documentsPOD and BOL, from the driver or the receiver. This is the part that eats the day, and it’s the part I take.
I reconcile itDocuments matched to the rate confirmation, and accessorials checked against what actually happened — detention, layover, TONU, lumper.
The invoice goes outPrepared and submitted under your authority, to your customer or your factor, in whatever format they require.
I follow the moneyPayment tracked, short-pays flagged, unpaid invoices chased. You get one short list of what needs a decision.

You keep the commercial decisions. I don’t set rates, accept loads, negotiate settlements, or decide what to write off. I run the paperwork workflow and tell you what needs you.

Pricing

Per truck, per month, published. No setup fee, no percentage of your revenue, no contract — month to month, cancel whenever. The other back-office firms quote on request; you can see mine before you talk to me.

$45

per truck / month
$450/month minimum. At 15 trucks that’s $675 — about $3.75 a load.

For comparison

A freight billing clerk averages $42,662 a year — roughly $4,600 a month once you add payroll tax and benefits. Dispatch services charge 5–10% of gross revenue, but that includes finding your loads. Billing software runs $100–1,000 a month and still leaves the work with you.

I’m the middle option: the work gets done, without a hire.

Start with one load

You don’t have to commit to anything to find out whether this is worth it. Send me the paperwork from one recent load — rate confirmation, BOL, POD — and I’ll send back the invoice package I would have submitted, along with anything billable I think got missed.

Free, no obligation, and yours to use whether or not we work together. If the answer is “nothing was missed, your billing is tight”, that’s worth knowing too.

See a worked example first → — the actual document, before you send anything.

Email me one load Book a call

Who this is for

For-hire carriers running roughly 6–50 trucks
Billing your own freight, or billing through a factor but still assembling the packages
The paperwork currently sits with the owner, a spouse, or a dispatcher who has another job

And who it isn’t

Owner-operators running one or two trucks — below the minimum, not worth either of us
Carriers whose factor or dispatcher already does the whole billing workflow
Anyone wanting load-finding or rate negotiation — that’s dispatch, and it isn’t what I do

What I don’t do

The boundary is the point, so it’s worth stating plainly:

I don’t hold your money. Invoices are submitted under your authority and paid to you.
I don’t sign financing agreements or make credit decisions about your customers.
I’m not a collection agency and I don’t provide legal collection services.
I don’t make regulatory determinations about your operation.

The questions I get asked first

I factor my invoices. Does this still work?

Yes, and it’s the most common setup at this size. I prepare the invoice package and submit it wherever you send it — including to your factor, in whatever format they require. I don’t replace your factor, sign anything with them, or touch the funding. One thing to be clear about: on a factored invoice your factor does the chasing, not me. My job there is making sure the package is complete and correct the first time, which is what stops a factor kicking it back.

Do I have to change software?

No. I work with what you already run. If that’s a TMS, I work inside it; if it’s QuickBooks and a shared folder, that’s fine too; if it’s email and a filing cabinet, that is genuinely fine and more common than anyone admits. You should not be buying a system to solve a paperwork problem.

What’s the commitment?

Month to month, cancel any time, no setup fee and no minimum term. If a month goes by and you can’t see what you got for it, you shouldn’t be paying for the next one.

How long before it’s running?

Days, not weeks. The one-load review comes back within a couple of days, and if you go ahead I start on live loads the same week. There’s no implementation project, because there’s nothing to install on your side.

Who talks to my brokers?

Your call. I can work entirely behind you — everything goes out under your name from your address — or I can chase the POD and the unpaid invoice directly as your billing contact. Most carriers start with the first and move to the second once they’ve seen a month of it.

Who sees my rates?

Me, and nobody else. I don’t broker freight, I don’t work with your competitors on the same lanes, and your rate confirmations aren’t training data for anything. I’ll sign an NDA before you send me a single document if you’d rather start there.

Who runs it

I’m Will Jewell, a data engineer in Chattanooga, Tennessee. I build the systems that make document-heavy work hold together — intake, extraction, matching, exception detection — and this is that problem with freight paperwork attached.

I’m not a freight broker and I’ve never dispatched a truck. What I’m good at is making sure nothing falls through a crack between delivery and payment, at a cost a 15-truck carrier can justify. The commercial judgement stays with you.

Why the price works. The back-office firms scale by adding people — a processing centre somewhere, priced by the hour, which is why they want volume and quote by the seat. I scale by building software that does the repetitive part: reading the documents, matching them against the rate confirmation, and flagging what doesn’t reconcile. I review the exceptions, which is the part that actually needs judgement. That’s how a six-truck carrier gets the same treatment as a fifty-truck one, and why the number is $45 rather than a quote.

What I can’t tell you yet. The established back-office firms will quote you client counts and accuracy percentages. I can’t — this is new, and I’d rather say so than invent a number. What I can do is show you the work on one of your own loads before you decide anything. That’s why the offer is shaped the way it is.

Send me one load Book a call