A brokerage built the way an engineer would build one. Itemised pricing you can actually read, tracking that updates when the truck does, and one named person who owns your load from tender to POD.
Not vaguely. Specifically. Every shipper who has moved real freight can name all three, and none of them are hard problems. They are just problems nobody with the software to fix them has bothered to fix.
You get a number. You do not get the math behind it. The spread between what you pay and what the driver earns is the one figure the industry has quietly agreed not to show you, and it moves every single hour.
Every quote here separates linehaul, fuel, accessorials and our margin onto their own lines, with the assumptions each was priced against printed beside it. If it is not on the quote, we did not charge it.
A check call is not visibility. It is a person guessing, an hour late, from a text that arrived two hours before that. Then the ETA in your portal quietly stops matching the truck and nobody tells you which one is wrong.
Position lives on the load, not in somebody's call log. When an ETA moves, the notice goes out before you think to ask, with the reason attached to it.
Tender, cover, dispatch, check call, detention, POD, invoice. Seven handoffs across six systems and a different voice on the phone every time. Nobody owns the load, so the load ends up owning everybody.
One named person on your account, backed by software that does the chasing instead of a room full of phones. Same person at six in the morning as at six at night.
Full truckload first, because that is where the pricing opacity is worst and where a single owner per load matters most. Equipment specs below are what the lane requires, not a promise about a truck that is already booked.
Fifty three foot vans for freight that simply needs to arrive dry, sealed and on the day you said. The default for palletized consumer goods, packaging, paper and general commodities.
Reefer trailers with the set point recorded against the load, not remembered by the driver. Central Valley produce, frozen, dairy and any cold chain that has to survive an audit later.
Steel, lumber, machinery and anything that will never fit through a dock door. Step deck, RGN and conestoga when the load needs cover, with securement planned before dispatch rather than argued at the gate.
Container moves off the Port of Oakland and the LA and Long Beach complex. Chassis, per diem and last free day tracked against the container itself, so the demurrage clock is never a surprise on an invoice.
Team drivers and dedicated sprinter vans for when a line goes down and the freight genuinely cannot sit overnight. Direct dispatch, no relay, and one ETA clean enough to hand straight to your customer.
Most brokerages are a room full of phones with a TMS bolted onto the side. This one starts from the software and hires around it, which is a different company even when the trucks look identical.
Lane, equipment, date and accessorials in. A priced quote out, with every assumption printed next to the number it produced.
One link per load, shareable with your own customer if that helps you. The status changes when the truck changes, not when somebody remembers to call.
Tender, rate confirmation, check calls, detention math, POD capture and invoicing run as one pipeline instead of seven separate inboxes fighting each other.
Every load, every document and every exception on a single screen, with an export button that hands you the whole thing whenever you want to leave.
The program opens on California freight first, because that is where the carrier relationships and the port knowledge already sit. Outbound to the Southwest, the Mountain West, Texas, the Midwest and the Southeast, plus the Pacific Northwest run.
These are the corridors the founding program is opening. They are not a record of past volume, because there is no past volume yet. If your lane is not drawn on this map it is still worth asking about: coverage follows committed freight, not the other way round.
No portal account required to get a number, and no discovery call standing between you and a price.
Origin, destination, equipment, pickup window and commodity. Email it, paste a spreadsheet, or tender by EDI or API once you are set up. Nothing here needs an account first.
You get: a quote reference.
Linehaul, fuel, accessorials and our margin, each on its own line, with the assumptions we priced against written beside them. You will know exactly why the number is the number before you accept it.
You get: an itemised rate sheet.
Carrier checked on active operating authority, insurance and safety record before any rate confirmation leaves the building. You get the carrier, the driver, the truck and a single tracking link.
You get: carrier packet plus tracking link.
Position on the load, an exception notice the moment an ETA moves, POD captured at delivery and an invoice raised against the original quote. The carrier gets settled without having to chase anybody for it.
You get: POD, invoice and the full audit trail.
DHAHAB Freight opens with a small number of shippers and a hand picked carrier bench. Founding participants shape the terms while the operation is still small enough to actually change them.
For shippers moving regular freight into or out of California who have had enough of the spread being somebody else's secret.
For asset based carriers and owner operators already running the corridors on the map, especially reefer out of the Central Valley and drayage off Oakland and Long Beach.
DHAHAB Freight is pre launch. Broker authority registration with the FMCSA is in progress, which means the MC number, the surety bond and the process agent filings are not complete. No load will be brokered and no money will be taken until that authority is granted and active.
We are not publishing an MC or USDOT number because there is not one to publish. Any brokerage that shows you a number should be checked on the FMCSA SAFER system before you tender it anything, and that includes us on the day we finally have one.
There are no client logos, load counts, savings percentages, on time rates or testimonials anywhere on this page, for exactly the same reason: there is nothing yet to count. What you are reading is the operating standard the desk will be held to, published before launch so it can be held against us afterwards.
Computer science at San Jose State University, dual track with applied mathematics. Before this, built AI freight back office tooling professionally: load intake, carrier matching, dispatch automation and the document pipeline sitting underneath all of it.
FreightDesk AI, the software this desk runs on, is his product. The brokerage exists because the tooling kept outrunning the operation it was written for, and at some point the honest move is to run the operation yourself.
Not yet. Broker authority registration with the FMCSA is in progress, and no load will be brokered until that authority is granted and active. Joining the founding lane program puts you on a private list and nothing more. It does not create a contract and it does not tender freight.
For shippers: itemised pricing with linehaul, fuel, accessorials and brokerage margin always shown separately, a named point of contact rather than a queue, a direct line to the engineer building the software, and terms locked for the first year of freight once the desk opens.
For carriers: a written rate confirmation before the wheels turn, detention and layover computed from the times recorded on the load, quick pay at a rate published up front, and first call on the founding corridors you already run.
California first. Outbound and inbound corridors from the Bay Area, San Jose and the Los Angeles and Long Beach basin, running to the Southwest, the Mountain West, Texas, the Midwest, the Southeast and the Pacific Northwest, plus drayage off the Port of Oakland and the LA and Long Beach complex. Coverage follows committed freight, so a lane that is not on the map today is still worth asking about.
Full truckload dry van, temperature controlled reefer, flatbed and its variants including step deck, RGN and conestoga, port drayage, and expedited moves with team drivers or dedicated sprinter vans.
The margin is a line item. Every quote separates linehaul, fuel surcharge, accessorials and the brokerage margin, and prints the assumptions each was priced against. Most of the industry quotes one all in number and treats the spread as proprietary.
FreightDesk AI is the back office software product, sold to other brokerages, and it is the same system that will run this desk. Tender intake, quoting, carrier vetting, tracking, document capture and invoicing run through it as one pipeline instead of seven separate inboxes. There is a full write up on the FreightDesk AI page.
Yusuf Gadelrab, a computer science student at San Jose State University on a dual track with applied mathematics, who has built AI freight back office tooling professionally. DHAHAB is the umbrella studio brand and the word is Arabic for gold.
Everything else is paperwork. The founding lane program opens the day the authority clears, and that list is where the first calls come from.