NLMI rankings are complicated and convoluted and you need a computer to figure it all out. The percentage of both winning and losing bids you make has an effect. So does the percentage of on-time deliveries with respect to all of the loads you haul on a given day. That's a large weight in the rankings, actually. Why it's not merely a percentage of all the NLMI loads you haul, instead of a percentage of all the loads you haul, I dunno, but them's the rules, y'all. Where it picks up and delivers, routing, even time of day can have different weightings for different loads, which affects the rankings. Lowest bid doesn't always get the load, it depends on your rank and those above and below your bid, and it depends on how time-critical the load is. Lots of things.
Smaller carriers who haul fewer loads per day, a late NLMI or two here or there can have a significant impact on their rankings. Larger carriers not so much, but then again, on-time percentages are weighted differently for larger carriers who haul more loads, so sometimes it can have a larger impact than on smaller carriers. It just depends. But what percentage of your total loads are NLMI also plays a part in the ranking weights. The higher percentage of NLMI loads you haul versus non-NLMI loads, the more weight your rankings will have, which is why carriers that are close to 100% NLMI can be late here and there and not lose their ranking (in other words, NLMI would really like it if you gave NLMI loads ultra special consideration and treatment).
If your rank has fallen for whatever reason (sometimes through no fault of the carrier), one of the quickest ways to get it back up is to do a lot of bidding and then broker it out, and make sure it gets delivered on time. Those brokered loads are brokered, not hauled, so it can really bump up your on-time rankings. But it's also risky in that if any of them are late, you're digging yourself a deeper hole, and doing it quickly. Most all the carriers will broker out NLMI loads now and then for various reasons, but no one outsources a lot of NLMI bids for very long, it's too risky and you don't make enough money for it to be sustainable. But it can be a quick, sometimes lifesaving step, to higher paying NLMI loads (relatively speaking).
Some carriers will outsource NLMI because they have to, they need the revenue, but others will do it occasionally because why sit there and let other carriers bid and get all the revenue when they can at least get a small percentage out of the thing as a broker. Might as well, especially if they can get some goober who is panicking in Texas to haul it on the cheap. The problem is, soon people begin to think it takes cheap freight to get out of Texas, and will accept cheap freight because they think that's all there is, and carriers will offer cheap rates to panicky drivers even when the freight ain't cheap, and the driver never knows the difference. But there's always some panicky goober out there willing to haul anything on the cheap just for lunch money. There has always been someone out there, somewhere, willing to haul it cheaper, and there always will be. They don't last, but then again we don't run out of them, either. Seems to be and endless supply of 'em. People who say, "Don't haul cheap freight!" will themselves haul cheap freight if they can justify it, either by doubling up or to get out of Texas, or whatever.
Incidentally:
"SO what I am sayin is your company is a JOKE!!!!!"
My company is me, my carrier is not. In any case, all carriers are a joke. All of them, even the ones that people will staunchly defend out of some ignorant misguided loyalty. Carriers are in this business for themselves, not for the drivers, the fleet owners or the owner/operators. Trucks and vans and their owners and drivers are a necessary evil, tools with which to make money. They will always do whatever is in their best interest. Never forget that.
Welcome to the real world, Neo.
