The carrier’s paperwork, checked against the federal record
Send what the carrier sent you. We read it, pull their FMCSA record, and show you where the two disagree — before the load moves.
A lookup tells you the carrier exists. It does not tell you the paperwork is theirs.
Anyone can type an MC number into a federal database. The answer describes a company — not the certificate sitting in your inbox, not the authority letter attached to it, and not whether the two agree.
Double brokering
The carrier you cleared quietly hands the load to one you never saw.
Authority that lapsed
A letter that was true the day it was issued, and is not true today.
A certificate that was edited
A coverage amount changed in a PDF is invisible to a lookup and obvious against the record.
What you send
Whatever the carrier emailed you, as it arrived. Photographs and phone scans included — pages are read as pixels rather than as the text layer underneath, which is how an amount typed over a certificate gets caught.
What gets checked
Against the federal record
Operating authority, insurance on file, safety rating, out-of-service rates and inspection history — reproduced as FMCSA has them, not summarised into an opinion.
Against each other
The identity in the paperwork against the identity in the record, and the documents against themselves: a DOT number that differs between the two, a licence expiring before delivery, a declared weight the vehicle is not rated for.
Beyond the record
The VIN decoded at NHTSA, the legal name screened against the US Consolidated Screening List, and the phone checked for the kind of line it actually is.
What comes back
A score out of 100
Starting at 100 and losing points only for what is confirmed wrong. Missing data is never penalised, which is why a thin but clean record can still score full marks.
An eligibility decided separately
Pass, review or block — worked out apart from the score, because a legal impossibility is not a quantity of risk.
A report you can file
A PDF carrying the findings, the record they were drawn from and the ruleset that produced them — with a verification block on every page.
Send the documents
Insurance certificate, authority letter, the driver’s licence — whatever arrived in your inbox.
We read them and pull the record
The carrier is identified from the paperwork itself, never from an identifier somebody typed. That is what makes the answer worth having.
You get the disagreements, named
Every field where the documents and the federal record differ, with what each one says — and a verdict you can act on.
Using the answer
Nothing was found that stops the load. The report is also your record of having looked, on the day you looked.
Something needs a person: a possible sanctions match, a licence about to expire, a document that disagrees with the record. The finding names which, so it can be cleared or refused on its own terms rather than as a feeling about a number.
Something makes the load impossible rather than merely risky — operating authority not in force, for instance. This is not a low score; it is a different kind of answer.
Check again before pickup. Authority gets revoked between checks, and re-checking a request never counts against the monthly allowance — the behaviour worth having should not be the behaviour you ration.
How we stand behind a report
A document that vouches for somebody else has to be able to vouch for itself.
A seal on every page
The printed code carries the report’s own values, encrypted. A stranger who photographs it learns nothing from it, and its contents cannot be swapped without our key.
Read back, field by field
Send a copy and we read it and compare every printed value against what we issued. Disagreements are named and shown side by side — not answered with a yes or a no you have to take on trust.
Answerable after the record is gone
Because the values ride inside the code, a report can still be answered for once its record has passed the three-year retention and been deleted.
One request, one carrier
Once a request has been checked, the carrier it is about is fixed. An old report cannot be quietly pointed at a different company.
| Field | On the copy | We issued | |
|---|---|---|---|
| Carrier | ACME TRUCKING LLC | ACME TRUCKING LLC | |
| MC | MC-123456 | MC-123456 | |
| BIPD | $1,000,000 | $750,000 | |
| Eligibility | Pass | Review |
For a team
Everyone signs in as themselves and sees their own checks; the account owner sees everyone’s. When somebody leaves, the seat goes and the work stays — those reports are what the company answers with if a load approved months ago turns out badly.
For your own systems
Create a request, upload the documents, run the check, read the verdict: the whole workflow, from Pro upwards. It is not a cut-down version — and it cannot name a carrier by number either, for exactly the reason the application cannot.
Checked against
Authority, insurance and safety come from FMCSA; the VIN is decoded at NHTSA; the carrier’s legal name is screened against the US Consolidated Screening List. Each answer is stored with the report, so a verdict can be read back exactly as it stood.
Handed a report? Check it without an account.
Every page we issue carries a seal. Anyone holding a copy can confirm that we issued it and that it still says what we issued — no sign-up, no asking the sender.
Check a reportPlans
Questions
Does the person I send a report to need an account?
No. Every page carries the address and the code; they check it there, without signing up and without asking you.
What if the carrier is not in the federal record?
Then the report says so instead of guessing. Absent data is never scored as though it were bad — it is reported as absent.
How long do you keep the documents?
Uploaded files for 90 days, reports for three years, on every plan. Retention is not something we sell more of.
Does checking again cost me a check?
No. The allowance counts the first check of a request; looking at the same carrier again is free.
What happens to the driver’s details?
The licence image is deleted at 90 days, and the full licence number is reduced to its last four digits at the same time. A name can remain inside a report that cites it, because a finding about a mismatch has to say which name.
Can I hand the report to my own customer?
That is what it is for. It stands on its own, and they can verify it themselves without going through you.
What this is not
The risk score is ours, not an FMCSA safety rating — FMCSA issues neither a score nor a rating of this kind. A clear result is not a guarantee about a carrier, and where the record is thin we say so rather than filling the gap.