Sylectus "policy" says a carrier must have 5 units.
I think he was talking about loads being exclusive use, no double dipping.
Anyway, I know that is the policy for Sylectus, but how easy is that to enforce? You could check the MCS-150, but a company could have 20 vans and they wouldn't necessarily be listed on that if they don't have any over 10k vehicles and don't have a DOT #. I think there are a few folks on there who are single vehicle operations but are trying to hide that fact.
As to the double brokering, it's getting pretty bad and I don't think NLM is doing a darn thing to stop it either. A few times I have had a bid on an NLM load and seen the load get awarded to another carrier, only to get a call 5 minutes later from someone on Sylectus offering me the same load for a truck I have posted. Then you have the tier system at NLM where some of the top tier people are seeing loads the bottom of the totem pole people don't see and they're grabbing them up just to sell them back to the smaller carriers who didn't see the load. Case in point: Last year I had a truck sitting in a very non competitive part of the northeast. There were no other trucks within 100 miles. I got a call from someone offering me a load going to the Detroit area. A red flag went up and I thought the odds were pretty good it was an automotive load. I told that carrier our driver wasn't interested in the load. Within 5 minutes the same load showed up on NLM. I bid it and got awarded it right away, for more money than I probably could have gotten from the other carrier. It's obvious what happened. The first carrier was one of the top tier people who saw it before I did, but when they couldn't cover it, NLM threw it out there for everyone else to see and since we had the only truck around we got the load. I thought the whole point of Sylectus was to help carriers cover loads for their customers, not go out and search for loads that they can broker to someone else on there who might not have access to that particular freight source. Of course the other side to that is that often a smaller carrier might not have access to that freight and the larger carrier who does can take advantage of that and help them out, but often it seems like people are just trying to snatch everything up only to make a quick buck off it and farm it right back out, but when it gets down to the driver, what kind of money is he left with?