…and the price actually surprised me. After 25 years in the business managing 120 trucks, I was skeptical of broker promises, but Echo's contract rates and a single weekly invoice cut our extra fees - spot buys dropped about 15% in two quarters. What made me happy was the flat accessorial policy they stuck to; no phantom charges after delivery. The EchoShip portal makes checking rate history simple, so when a dispatcher questions a charge I can show them the agreed lanes in seconds. Worth it? For our Midwest lanes, yes - price and fewer surprises bought us peace of mind and a real dent in variable spend.
Moshe Frami
Member since January 2026
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86 reviews · average 3.6
25 years in trucking and running a 120-truck Midwest fleet taught me to spot logistics problems fast. We moved to Penske expecting better nationwide coverage and the visibility they advertise, but their portal often showed stale GPS and optimistic ETAs while drivers sat in terminal queues - not helpful when parts are due on the line. Compared to our previous regional 3PL, which answered the phone and corrected billing errors in a day, Penske's dispute process dragged on for weeks and cost us roughly $12,000 in detention and invoice adjustments over three months. One delayed inbound even shut an assembly cell for half a day and triggered a penalty that erased the projected savings from the contract. If you need responsive daily execution rather than glossy reports, this switch was a step backward for our operation.
I've used Worldwide Express for about eight years. What keeps me loyal is their account team's responsiveness when something breaks - fast, targeted action instead of the usual hold-music shuffle. Case in point: last winter a box of brake rotors was routed to the wrong terminal and our shop couldn’t work; our rep found the shipment in an hour, pushed a reconsignment, and the driver picked it up and delivered that evening - saved us a full day of downtime. Support isn't perfect; every few months billing disputes take a couple of cycles to clear and that wears on the office staff. Still, for hands-on help when the rubber meets the road, WWEX's people are solid and make it easy to keep moving.
I've used Beon for about three years. Support has been a nightmare whenever a problem pops up - long hold times, repeated ticket resets, and reps who promise escalation then disappear. Last month a routing glitch shoved two retail loads into the wrong lanes and customer service took four days to give a single status update; by then we paid nearly $1,200 in detention and missed two afternoon delivery windows. I manage 120 trucks and have 25 years in the business, so it's infuriating that the platform's help desk seems understaffed and unfamiliar with real-world freight consequences. Short calls and empty promises - that's the pattern, and it's costing my operation time and money.
Bottom line: For our fleet it paid for itself on core Midwest-to-East lanes in roughly three months. The one thing that sold me was the predictable digital rate lanes - real-time pricing you can lock for multi-week windows cut the guesswork and stopped us from chasing the lowest spot rates. I manage 120 trucks and after 25 years you stop getting excited by buzzwords, but Uber Freight tightened up our margin leakage by about 6–8% on targeted retail and CPG lanes. It won’t be the cheapest option on every one-off spot load - sometimes you pay a small premium for that certainty - but for steady recurring runs the price feels justified. Minor gripe: the push alerts on rate swings could be snappier, but that’s a small tradeoff for the steadier revenue.
The real-time shipment visibility is night-and-day better than what we used before. With the old broker we lived off vague end-of-day emails and constant phone tag; DSV's dashboard shows GPS positions and inventory levels so dispatchers stop chasing ghosts. I run 120 trucks in the Midwest and after switching last year that transparency knocked a couple hours off dwell time at docks on average. Implementation wasn't perfect - initial data mapping errors and a few surprise tariffs on ocean loads cost us headaches - so it's not flawless. Still, for day-to-day hauling the fewer phone calls and clearer ETAs make DSV worth the switch; I give them a solid four out of five.
Midwest fleet manager here - 120 trucks, 25 years in the game. TQL hooked us up plenty of times when we were tight on capacity, pulling through on short-lead runs that otherwise would have stranded loads. But when things go south - carrier no-shows or last-minute reroutes - their response can be maddeningly slow and TRAX's ETA updates sometimes lag or flip without explanation. It's a mixed bag: they save our bacon often, yet each failure costs hours and dents driver morale. If you need occasional rescue capacity and can tolerate a few headaches, they're worth keeping on speed dial; if you want near-perfect predictability every day, look elsewhere.
I've used Ryder for eight months. Getting started was a slog: RyderShare looked great in demos but integrating it with our TMS required three separate API builds, patchy documentation, and constant hand-holding from their tech reps. After 25 years in the Midwest trucking business and running a 120-truck operation, I was surprised by how disjointed the onboarding team was - different reps kept changing requirements and the training sessions were full of slides, not actual workflows. We ended up assigning two IT people for six weeks and still had to manually batch uploads every morning; that meant overtime, missed retailer windows, and chargebacks that added up. Service works once it's live, but the startup headache and unexpected costs left me frustrated and unlikely to expand with them.
Their tracking platform is the one thing that kept me giving them the business. It actually consolidates carrier GPS, customs paperwork, and sailing updates into a single dashboard so I can eyeball where a load is without digging through a hundred emails. But I’m genuinely torn - ETA nudges are often optimistic, and when an exception hits the system the alert gets buried so my dispatchers still end up phoning for answers. After 25 years running a 120-truck fleet in the Midwest, that inconsistency costs me hours and sometimes detention charges. Customer reps are polite and the feed is usually accurate enough, yet that glitchy exception handling means it helps my operation but doesn’t relieve the headaches I hoped it would.
Last Thursday three pallets that were clearly marked "hold" at their Ohio DC ended up on a delivery to a Chicago customer - no notice, no paper trail, just a wrong manifest. Their inventory visibility portal showed the items as reserved until 5pm, yet the pick ticket was released and scanned out an hour earlier; that mismatch cost me a 120-mile deadhead, five extra driver hours and a client chargeback. I’ve run a 120-truck fleet for 25 years and I rely on real-time inventory feeds to plan driver runs; when the WMS lies, everything downstream breaks. Support was slow to acknowledge the system error and offered only a bandaid reconciliation instead of fixing the feed causing the issue. If you need accurate, dependable visibility for scheduling, be prepared for surprises - this experience left me short on options and out of pocket.
What I liked most was the live load visibility in J.B. Hunt 360 - it removed the guessing and cut down the endless phone tag. Before switching we were tied to a broker that pushed static PDFs and ETAs that seldom matched reality, so dispatchers spent half their day chasing updates. After 25 years and a 120-truck operation in the Midwest, that change felt like adding another experienced dispatcher without the payroll hit. The quick-accept feature that shows driver location and lane commitment was the single thing that made me genuinely happy - empty miles dropped and our scheduling tightened up within weeks. Rates were competitive and, when a load went sideways, their ops team picked up the phone instead of queuing us into an email loop.
Right when it looked like we'd lose a load - someone answered at 2 a.m. and stayed on the line until it was sorted. That rep gave short, useful updates instead of vague emails and actually called carriers to get a rebook done. I've been running a 120-truck fleet for 25 years in the Midwest, so I notice when support acts like a partner. Navisphere helps with visibility, but what made me happy was the rep's willingness to chase the issue live and see it through. Not perfect every time - carrier confirmations can lag in peak - but their people usually clean it up fast.