Sign upEvery carrier looks legitimate on paper. SureLoadr carrier vetting shows you what the paperwork does not: a risk score re-scored every day, and the double-brokering and identity patterns that decide whether your freight actually arrives.
The data behind the reports
Figures as of September 2026.
85+ Low · 70–84 Moderate · 51–69 High · <51 Extreme
Company Information and Contacts
Double-brokering screen: No ghost-carrier pattern found
Safety
Each bar shows the share of this carrier’s roadside inspections that ended in an out-of-service order (the vehicle or driver pulled from service until a problem is fixed). The marked line is the national average across all carriers — a bar past it (red) is worse than average; shorter and green is better. Rates drawn from only a few inspections are marked “limited sample” and count for proportionally less in the risk score, since a single roadside stop can read as 100%. Source: FMCSA SMS.
Fleet Details
| Tractors | Trailers | Trucks | |
|---|---|---|---|
| Owned | 36 | 52 | 2 |
| Leased | 2 | 6 | 0 |
Self-reported by the carrier on its MCS-150 filing.
Truck Types
Freight
Risk score — 12-week look-back
Hover any point to see its date and value.
SureLoadr Risk
93Low risk
Fleet summary
Authority
Insurance filings on record
| Coverage | Insurer | Policy / surety # | Coverage | Effective |
|---|---|---|---|---|
| Public Liability (BIPD) · BMC-91X | HEARTLAND MOTOR UNDERWRITERS | PL-2907318 | $1,000,000 | Mar 6, 2019 |
Public records & bankruptcy
U.S. federal bankruptcy court records searched for QUARRY BEND TRANSPORT INC.
Safety Violations
| Total | Severe | Out of Service | Measure | |
|---|---|---|---|---|
| Vehicle Maintenance | 6 | 1 | 0 | 1.1 |
| Unsafe Driving | 3 | 0 | 0 | 0.4 |
| Hours-of-Service Compliance | 2 | 0 | 0 | 0.3 |
| Driver Fitness | 1 | 0 | 0 | 0.2 |
Violations written at roadside inspections over the last 24 months, grouped by CSA category. “Severe” counts those FMCSA weights 7 or higher on its 0–10 severity scale. “Measure” is FMCSA’s violation rate for the category, not a count or a percentage: each violation is weighted by how serious it is and how recent — one from the last six months counts about three times one from two years ago, and an out-of-service violation carries extra weight — then divided by how often the carrier is inspected, so a large fleet is not penalized for sheer volume. Lower is better and 0 means none on record. Compare a category against other carriers rather than against the categories beside it, which run on different scales.
Accident Report
| Last 6 Months | 6-12 Months ago | 12-24 Months ago | Total | |
|---|---|---|---|---|
| Fatalities | 0 | 0 | 0 | 0 |
| Injuries | 0 | 0 | 0 | 0 |
| Tow-away | 0 | 0 | 0 | 0 |
| Crash Reports | 0 | 0 | 0 | 0 |
Federally reportable crashes, regardless of who was at fault — FMCSA does not record fault. A tow-away is the lowest bar for a reportable crash, so it is normally the largest row.
Inspections
| Inspections | OOS Inspections | OOS Percentage | National Average | |
|---|---|---|---|---|
| Driver | 112 | 2 | 1.8% | 5.5% |
| Vehicle | 94 | 7 | 7.4% | 20.4% |
An out-of-service order pulls the driver or vehicle from the road until the problem is fixed. Read the percentage against the inspection count beside it — one failed inspection out of one reads as 100% and means far less than the same figure over forty.
Roadside Inspections
| Date | State | Level | Result | |
|---|---|---|---|---|
| Aug 19, 2026 | IA | II | Clean | ▸ |
| Jun 3, 2026 | NE | III | 1 violation | ▸ |
| Feb 27, 2026 | MO | I | Clean | ▸ |
The 3 most recent of 126 roadside inspections on file, newest first. FMCSA publishes these on a rolling 24-month window, which currently runs Sep 1, 2024 to Aug 31, 2026. Inspections older than that have aged off its file, and because it is rebuilt monthly and runs a few weeks behind, a very recent stop may not be on it yet. The inspection, violation and out-of-service figures above are drawn from that same window. Levels are I full inspection, II walk-around, III driver-only, IV special study, V vehicle-only and VI radioactive, so a carrier with no Level I stops has simply not had one, not passed one. An inspection that found something opens to show what was written up and which vehicle was stopped.
SureLoadr is decision-support software. It is not a safety certification, an endorsement, a guarantee of performance, or a legal advisor, and nothing in this report is an instruction to tender or withhold a load. The underlying records come from federal sources and third-party contributors that SureLoadr does not control, and are provided as received — without warranty that they are complete, current, or free of error.
This report describes the company registered under this DOT number — not necessarily whoever contacted you about the load. Before tendering, confirm you are dispatching that company: call back on a number you verify independently rather than one supplied in an email or on a load board, and request the certificate of insurance from the insurer or agent directly. Carrier identity theft and double-brokering both work by borrowing a legitimate carrier’s record, so treat the rating as one input alongside that check.
As a condition of use, and as set out in the Terms of Service, you agree that every tendering, hiring and business decision you make is your own. SureLoadr is not responsible for those decisions and, to the fullest extent permitted by law, is not liable for any loss, cargo claim, lost profit, or other damage — direct or indirect — arising from your use of this report or your reliance on it.
A one-truck carrier with a long, clean history can be a great partner, and a large fleet is not automatically safe. SureLoadr carrier vetting weighs the record itself, so size on its own never decides the score.
Find Carriers
Carrier vetting answers whether one carrier is safe to use. Find Carriers answers the harder question of who to call in the first place. It searches the same scored database behind every report, so the list you get back has already been through the checks.
FAQ
Carrier vetting is the review a broker or shipper runs before booking a carrier: confirming the carrier's operating authority is active, its insurance is in force, and its safety and crash history support the freight in question, then checking for the patterns that signal a ghost carrier or a re-brokered load. It answers one question — can this carrier actually haul this load, and is the entity on the paperwork the one that will do it.
Operating authority and its status, insurance on file with coverage limits, safety and inspection history, crash exposure, fleet size and activity, and the red flags that point to double brokering or an identity that does not match the paperwork. Read them together rather than one at a time — a carrier can be authorized and insured and still be the wrong carrier for the load.
No. Vetting narrows risk; it does not remove it. A report reflects authority, insurance, safety and activity as recorded at the time it is pulled, and any of those can change after you book. Treat it as decision support alongside your own process and contracts, not as a certification. It is also why the carriers you book most are worth monitoring — a lapse reaches you when it happens rather than when a load is already moving.
Built for brokers & shippers
One report answers whether the carrier is real, currently authorized, insured, and unlikely to hand your freight to somebody else. Every carrier is re-scored daily, so what you read is where that carrier stands today rather than whenever a file was last imported. $10 per report, or unlimited from $99/month with monitoring that tells you when something changes on a carrier you already use.