Meet Cal Live
The first reply to a carrier, written while the truck is still available
Cal, the Carrier Sales Agent, reads a carrier’s message about one of your open loads, looks that carrier up in your own records, and drafts the reply with the load’s real details on it. Your carrier sales desk reads it and sends it.
Every FreightVero agent drafts. A person on your team approves anything that changes a load or reaches a customer or carrier.
Short answer
Digital freight matching pairs open loads with available trucks using data instead of a round of phone calls. Cal works the reply side of that. A carrier emails or messages about an open load, Cal ties the message to the load, pulls the carrier’s record by MC number, and drafts a reply carrying the equipment, the stops, the appointment or window each stop is working to in that stop’s own time zone, and the pieces, weight and commodity. It flags a carrier whose compliance status on file is not approved. Your carrier sales desk sends the reply.
The job today
A carrier writes in on a load you have open. The answer they get in the next few minutes is usually the difference between covering that load and watching the truck go somewhere else. An hour later the driver has already taken something on the way home.
So the rep does the same four things every time. Find the load the carrier means. Look up the MC. Check whether you have run them before and what you paid on that lane last time. Type the details out again from the load. Most of those replies go nowhere, and the sorting takes as long as the one that books.
Cal does the looking up and the typing, and hands your rep a draft with the facts already in it. Cal works in writing. Rates are yours to agree. For how the desk runs today, see carrier sales.
How it works
The message lands on the right load
A carrier emails or messages about an open load. Cal ties it to that load by lane, date and reference, so the reply is about the freight the carrier actually asked about.
It reads your own records first
MC number, the compliance status your team keeps on the carrier record, whether you have run this carrier before, and what you paid them on that lane last time. That history is yours, and it is the part a rep would go dig for.
The draft carries the load's real details
Equipment, every stop, the appointment or window each stop is working to in that stop’s own time zone, and the pieces, weight and commodity. The carrier gets the answer instead of a question back.
A carrier who isn't approved gets flagged
A load cannot reach Alerted without an approved compliance status, a driver, and accepted tracking. Cal puts that in front of your rep at the reply stage, which beats finding it at dispatch with the freight sitting there.
Your desk sends it
Your rep reads the draft, sets the number, and sends. Nothing is committed to a carrier that a person did not approve.
Booked, and the rate confirmation generates
Once your team books the carrier, the rate confirmation generates in your own letterhead and terms, carrying the carrier’s times rather than the customer’s. Dispatch waits for the latest version to come back signed.
What it handles, and what stays with your desk
Your records, not a directory
Cal looks the carrier up in the carrier records your team keeps, including the compliance status your team set. What you know about that carrier is the thing worth checking.
Lane history on the draft
Whether you have run this carrier before and what you paid on that lane last time, sitting on the draft. Your rep starts the conversation knowing it, instead of remembering it afterward.
Times in the stop's own time zone
A Hebron, KY pickup prints in Eastern and says so. A carrier reading the reply knows what time to be there without doing the math, and so does your rep.
Compliance still gates the load
Alerted needs an approved compliance status, a driver, and accepted tracking. Cal surfaces a status that is not approved. It cannot route around the checkpoint, and it is not supposed to.
A person approves every commitment
No rate is agreed and no carrier is booked without your rep. That is how the product is built, because the number is where the margin lives and the number is a judgment call.
A rate change needs a new signature
Change the rate after the carrier signed and the new version needs its own signature. The carrier agreed to the old numbers. Dispatch holds until the latest version comes back signed.
Fall-offs keep their history
A carrier that falls off stays on the load with the reason it came off, and the old rate confirmation is voided. The new carrier signs their own. Nothing quietly disappears off the record.
What week one looks like
Turn it on and the next carrier who writes in about an open load gets answered while the truck is still available. Your rep reads a draft that already has the equipment, the stops, the appointment times and the weight on it, plus what you paid this carrier on that lane the last time you ran them. The rep changes what they want to change, sets the number, and sends.
The first time a carrier writes in whose compliance status on file is not approved, your rep sees it on the draft instead of finding it at dispatch with the freight sitting there. Cal reads the carrier records and the loads your team already keeps in the FreightVero TMS, and the compliance status is the field your team maintains on the carrier record. For the vetting that belongs around any tool, read our freight fraud prevention guide.
Run it on your own freight
Tell us how carrier replies reach your desk today and who answers them. We’ll point Cal at your carrier records and your open loads and you can read the first drafts on your own freight.
Frequently asked questions
Who agrees the rate?
Your rep. Cal drafts the reply with the load's details and the carrier's history on it, and the number is set by a person before anything goes out. That is the design. The rate is where your margin lives, and it is a judgment call made with a carrier you may want again next month.
Is this digital freight matching?
The reply half of it. Digital freight matching usually means a system suggesting trucks for a load out of capacity data. Cal handles the carriers who write in about your loads, checks them against your own records, and puts a workable draft in front of your desk.
What does it check on the carrier?
MC number, the compliance status your team keeps on the carrier record, whether you have run them before, and what you paid them on that lane last time. A status that is not approved gets flagged on the draft, because the load cannot reach Alerted without an approved status, a driver, and accepted tracking.
Does it help with double brokering?
It keeps your existing checks in the path and puts them in front of a person earlier. The carrier record, the compliance status and the checkpoint before a load moves are all still there. Cal does not verify a carrier's identity or authority on its own, so your onboarding and vetting still carry that weight.
What happens after we book?
The rate confirmation generates in your own letterhead and terms, carrying the carrier's times rather than the customer's, and dispatch waits for the latest version to come back signed. If the rate changes after signature, the new version needs its own signature. If the carrier falls off, they stay on the load with the reason, the old rate confirmation is voided, and the new carrier signs their own.
