The Supreme Court's Montgomery v. Caribe Transport decision establishes that brokers must exercise "ordinary care" in carrier selection. But what does that mean in practice? Here's the checklist, organized by priority.
Tier 1: Foundational Checks (a gap here is a significant review finding)
1. Active Operating Authority
Verify the carrier's USDOT number is active and their MC authority (common or contract) is in "Authorized" status. A carrier without active authority cannot legally operate.
Where to check: FMCSA SAFER System or QCMobile API.
2. Insurance Meets Federal Minimums
Confirm BIPD liability insurance is on file at minimum $750,000 for general freight, $1,000,000 for hazmat. Check the FMCSA L&I filing for insurer name, policy number, and effective date.
Where to check: FMCSA Licensing & Insurance database (data.transportation.gov).
3. No Unsatisfactory Safety Rating
An "Unsatisfactory" FMCSA safety rating means FMCSA found the carrier's safety management controls inadequate. Most policies treat it as a disqualifying condition — selecting one would require a documented, supervisor-approved exception.
Where to check: FMCSA SAFER System.
4. No Active Out-of-Service Orders
An OOS order means FMCSA has ordered the carrier to stop operating. Check before every load.
Where to check: FMCSA SAFER System, operating status field.
5. Not on Your Do Not Use List
If you've previously excluded a carrier for documented safety reasons and then tender to them anyway, a plaintiff attorney will have a field day.
Tier 2: Standard Due Diligence (What Courts Now Expect)
6. SMS BASIC Alert Status
Review all available BASIC categories. Flag any in Alert status. Multiple alerts should trigger escalation or rejection.
7. Crash History (24 Months)
Check total crashes, fatal crashes, injury crashes, and towaway crashes. Any fatal crash in 24 months requires documented justification for selection.
8. Out-of-Service Rates vs. National Average
Compare the carrier's driver OOS rate and vehicle OOS rate against the national averages. Rates significantly above average (2x or more) are red flags.
9. Inspection History
A carrier with zero inspections in 24 months has no safety data to evaluate. That's a gap you need to acknowledge and document.
10. Authority Age
New carriers (under 18 months) have higher crash rates statistically. Not a disqualifier, but worth noting and documenting.
11. MCS-150 Currency
If the carrier's MCS-150 filing is outdated (more than 24 months), their fleet size, mileage, and operational data may be stale.
12. Entity Type Verification
Confirm the carrier holds motor carrier authority, not just broker authority. Tendering to a broker-only entity is double-brokering.
Tier 3: Gold Standard (Strongest Defense)
13. Carrier Safety Attestation
Require the carrier to attest in writing to: pre-trip inspection completed, driver qualified and fit for duty, CDL valid, HOS compliant, drug testing program current, insurance in force, no undisclosed safety events.
14. Certificate of Insurance on File
Get the actual ACORD 25 certificate, not just the FMCSA filing. Confirm the policy is current and covers this specific operation.
15. Broker Sign-Off
Have the broker rep who made the selection decision sign off on the review, confirming they personally reviewed the FMCSA data and made a documented selection decision.
How to Document It
The documentation must be contemporaneous — created at the time of selection, not after an incident. It should include:
- What data was reviewed (FMCSA source, date/time of pull)
- What the data showed (snapshot of carrier's safety record)
- What the selection decision was and why
- Any red flags identified and how they were addressed
- Carrier attestation (if obtained)
- Broker sign-off
This is exactly what carrier screening tools like DOTScreener automate. The entire checklist is run against live FMCSA data, documented with a timestamped audit trail, and stored permanently.
Automate your carrier vetting
DOTScreener runs every check in this article automatically — live FMCSA data, documented decisions, tamper-evident audit trail.
Related Articles
Four Signs You're Talking to a Double-Broker Before You Tender the Load
Double-broker fraud has a recognizable fingerprint. Here are the four tells I check before every load tender — and why after Montgomery, the unvetted carrier actually running your freight is your problem.
ComplianceHow to Claim Your MOTUS Profile (Phase II): A Step-by-Step Guide for Carriers and Brokers
MOTUS Phase II is open: motor carriers, brokers, and freight forwarders can now claim their existing USDOT record in FMCSA's new registration system. Claiming is identity-verified through Login.gov, and there's one detail that trips most people up — the email you use has to match the company official's FMCSA Portal email exactly. Here's the practical, step-by-step walkthrough, the gotchas, and what it means if you're the one vetting carriers.
ComplianceThe Truck That Shows Up: How VIN Decoding Helps Brokers and Shippers Catch a Double-Brokered Load
Double brokering is invisible at tender — the rate con, the COI, the authority all belong to the carrier you vetted. The one thing that's different is the physical truck at the dock, and almost nobody checks it. Here's how VIN-level fleet intelligence — the carrier's actual equipment fingerprint, built from FMCSA roadside inspections and decoded through NHTSA vPIC — turns 'is this the carrier I booked?' from a blind spot into a concrete, documented question. Plus an honest accounting of what it can't do.