There is a practice that is destroying the portfolios of thousands of carriers and almost no one talks about it with the clarity it deserves: double intermediation, or as it is called in the United States, double brokering .

Here’s how it works: a freight forwarder receives a shipment from a shipper, but instead of assigning it directly to a trucking company, they re-intermediate it with another freight forwarder or broker, sometimes without your knowledge. You move the shipment, deliver on time, do everything right, and when it’s time to get paid, you discover that your actual counterpart isn’t who you thought, that the original broker has already been paid and disappeared, and that the person who hired you has neither the authority of the Federal Motor Carrier Safety Administration (FMCSA) nor the funds to pay you.

Your freight business has become a chain of intermediaries where the last link—you, the one who provided the truck, the diesel, and the driver—ends up not getting paid . This isn’t an isolated case. It’s an epidemic that in the United States has led the FMCSA to tighten regulations, and which operates with total impunity in Mexico because the regulatory structure still can’t distinguish between a legitimate intermediary and one who simply resells loads without operational capacity or financial backing.

The most dangerous aspect of double intermediation is that you don’t see it until it’s too late. You receive a freight order, verify that the broker’s name exists, and assume everything is in order. But you don’t investigate who was originally behind that shipment, you don’t ask if the shipment passed through another intermediary before reaching you . And when payment doesn’t arrive within 30 days, you start calling and discover that the freight forwarder has already been paid by the shipper, has no intention of paying you, or worse, that their phone line is disconnected and the company is no longer operating. At that point, you’ve already lost.

You have no contractual relationship with the original shipper, your documentation points to an intermediary who vanished , and your right to payment is left floating in a legal vacuum that may take months or years to resolve, if it is ever resolved at all.

What can you do before this happens to you?

First, and this is non-negotiable: verify your counterparty before moving a single kilometer of cargo . In the United States, check the status of the MC and DOT number in the FMCSA database; it’s free and takes five minutes. Confirm that the BMC-84 bond is active, identify the insurer, and document everything. If the broker is not listed, or if their authority is “Not Authorized” or “Inactive,” do not move that cargo .

In Mexico, verification is more difficult because there isn’t a federal equivalent with the same transparency, but you can check the intermediary’s history on the Transportation Bureau website (burodeltransporte.com) , verify at least three references from other trucking companies, and ask the trucking community if anyone has had experience with that company. It’s not perfect, but it’s infinitely better than blindly trusting an email with a rate confirmation that no one has verified.

Second, protect your documentation as if it were money, because it is . Every shipment you move should have a Bill of Lading signed at origin and destination, a rate confirmation that clearly identifies the parties, and a record of communication that proves who hired you and under what terms. If something seems suspicious—if the broker asks you to invoice to a different name, if they change the payment instructions mid-service, if they offer you a rate that seems too good to be true—document everything and take the time to verify. In collections, one of the most common reasons an account becomes unrecoverable is that the carrier cannot prove the chain of contract. Without solid documentation, your claim becomes a story, not an enforceable right .

Third, understand that double intermediation doesn’t just affect you; it affects the entire industry . Every shipment that moves through a fraudulent chain of intermediaries weakens trade trust, distorts rates, and creates a market where legitimate freight forwarders compete against unscrupulous operators offering unsustainable rates because they never intended to pay the trucking company. It’s a structural problem that isn’t solved with a collection call; it’s solved with prevention and verification .

If you already have unpaid freight charges because you fell into a double-intermediation scheme, act quickly. Don’t wait 90 days thinking “they’ll pay eventually .” Every week that passes, the intermediary distances themselves further, the paperwork goes cold, and your legal position weakens. Assign those accounts to a specialized freight collection agency that understands the fraud structure and knows where to apply pressure. And thinking about the future of your company, make pre-payment verification a mandatory process: not a recommendation, not something done “when there’s time,” but an operational policy that no one can ignore . Double intermediation is a silent cancer, but like any cancer, it’s best fought with early detection rather than late treatment.

Until next time .

See Salvador Bañuelos’ previous column: Your client is from Texas. He owes you for three freight shipments. Do you know how to collect?

*The author is a founding partner of the binational collection firm specializing in freight transport, AFS International, with offices in Mexico and the United States ( www.cobranzadeltransporte.com and www.freightcollections.com ) .

Connect and comment with  Salvador Bañuelos on LinkedIn .

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Amid the growing regulatory complexity for trucking between Mexico and the United States , TIP Mexico assured that its fleet of trailers and semi-trailers is already prepared to operate under the legal and technical frameworks of both countries, with the goal of reducing delays and rejections at border crossings.

During the Expo Proveedores del Transporte y Logística 2026 , held at Cintermex in Monterrey, the company specializing in fleet leasing and management stated that its equipment complies with both Mexican Official Standards (NOM) and US regulations, including the Federal Motor Carrier Safety Regulations (FMCSR) and the Federal Motor Vehicle Safety Standards (FMVSS).

According to TIP Mexico, one of the main challenges for Mexican fleets operating to the United States is that compliance with NOMs does not guarantee legal circulation in US territory, so the units must also align with the requirements of the Department of Transportation (DOT) , the Federal Motor Carrier Safety Administration (FMCSA) and the National Highway Traffic Safety Administration (NHTSA).

“Monterrey is the epicenter of logistical dynamism to the north. We want to give absolute certainty to carriers: our units are prepared to comply simultaneously with the legal framework of both countries,” said Eugenio Noriega, Trailer Director of TIP Mexico.

The company presented a regulatory equivalence matrix to explain the requirements faced by carriers in cross-border operations. Among these, it highlighted NOM-035-SCT, related to manufacturing specifications; NOM-068-SCT-2-2014 , focused on physical and mechanical conditions; and NOM-012-SCT regarding weights and dimensions.

According to the company, the FMCSA recognizes NOM-068 as equivalent to the US periodic inspection program for maintenance and operational safety , while in the case of weights and dimensions there is no automatic recognition, so the units must comply with federal and state limits in the United States.

TIP Mexico added that its equipment incorporates approved ABS braking systems , regulatory lighting configurations and perimeter safety components aligned with US standards, in addition to aerodynamic elements to optimize fuel consumption on international routes.

The company also indicated that, through short and long-term pure leasing schemes, it seeks to help Mexican fleets increase operational capacity with equipment certified for safe interchange, particularly during high demand seasons.

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Whether through transport companies or through the support of business organizations , they are preparing to train operators so they can comply with the new guidelines of the administration of United States President Donald Trump, which requires trucking operators to demonstrate proficiency in English to drive on the country’s roads.

Among the considerations in Donald Trump’s executive order are those requiring drivers to understand traffic signs and road markings, communicate with officers, complete required reports and documents, and follow safety-related instructions.

Faced with this situation, several companies operating under the B1 operator scheme are calling on them to perfect their English language skills and comply with U.S. Department of Transportation (DOT) regulations. These calls have been identified both on the carriers’ social media channels and through direct channels such as WhatsApp.

B1 operators are those who are foreign nationals (not US nationals) and have a visa. Those operating in Mexico must begin their journey in Mexico and end it anywhere in the United States, or they must also travel in the opposite direction.

In addition to companies, some organizations, such as the National Chamber of the Transportation Industry (Canacintra) in Ciudad Juárez, Chihuahua, in conjunction with the Chihuahua State Institute for Job Training (ICATECH) , announced the provision of specialized English courses for freight trucking operators.

According to the president of Canacintra in Ciudad Juárez, the courses are intended to ensure that operators comply with the regulations specified in the United States, “since (revisions) are being reinforced in some states, such as California, where access has been restricted for those who cannot communicate in English ,” shared Isela Molina, president of Canacintra, according to reports from various local media.

In recent days, the Commercial Vehicle Safety Administration (CSVA)announced that the concept “English Proficiency (US Only)” will be added starting June 25 , which will consider the “Part I – Driver” section of the North American Standard Out-of-Service Criteria with the following language: The driver is unable to read and speak English sufficiently to communicate with the safety officer to respond to official inquiries and instructions in accordance with the FMCSA compliance guide. (391.11(b)(2)) Declare the driver out of service.

Criterion CFR391.11(b)(2), “General Qualifications of Drivers,” states that a driver must be able to read and speak the English language sufficiently to converse with the general public, to understand highway traffic signs and signals in the English language, to respond to official inquiries, and to make entries on reports and records.

With these considerations in mind, a commercial motor vehicle inspector may remove a driver from service if they cannot demonstrate proficiency in reading and speaking English. According to the Department of Transportation, the Federal Motor Carrier Safety Administration (FMCSA) will issue guidance for commercial motor vehicle inspectors to ensure consistent enforcement of the English language proficiency standard.

These criteria from both the CVSA and the FMCSA are part of the 60-day period established by the Trump administration to follow up on the measure implemented in the executive order.

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Based on records from the Federal Motor Carrier Safety Administration (FMCSA), Forza Transportation Services Inc. achieved a distance of 92.9 million miles traveled in the United States in 2023, with a fleet of 729 semi-trucks.

Recently, Forza Transportation Services announced that it has incorporated its first electric semi-trucks, the Kenworth T680E, which according to information shared with T21, is the first of its kind in this region of Texas and will be operating for trade exchanges between Mexico and the United States.

“Electric trucks have become a crucial tool in our industry, as more and more customers demand solutions that do not negatively impact the environment, as diesel does,” commented Roberto Pérez, CEO of Forza.

Based on data from the United States Department of Commerce, Mexico remains the main trading partner of the U.S., with the Port of Laredo being the most important for foreign trade with the U.S. In the first half of 2024, the trade value reached 166 billion dollars (USD).

Given this high demand for trade, 17,000 trucks pass daily through the Laredo (TX) – Nuevo Laredo (Tamaulipas) region. Forza Transportation aims to integrate its electric semi-trucks to reduce emissions and operating costs.

The T680 electric truck can reach speeds of up to 70 miles per hour (112 km/h), with a range of 200 miles (321.9 km) per battery charge. A notable feature is the battery recharge speed, which allows it to reach full charge and maximum range again in just three hours.

To strengthen its strategy, Forza Transportation is developing a solar panel farm to power a supercharger capable of charging up to 16 trucks per day. “At Forza, we are pioneers in the use of electric trucks in South Texas. The future is here, and we want to be prepared,” emphasized Pérez.

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During the last five years, the motor transportation industry experienced a phenomenon of Mexican companies creating companies in the United States to offer door-to-door services in the cross-border segment .

This situation, with an exchange rate above 20 pesos against the dollar, was a strength for companies that entered the US market, however, in the last year and a half, where the Mexican currency strengthened and the exchange rate exchange rate remained below 18 pesos, had an impact on this company configuration.

This situation was what allowed Forza Transportation to strengthen itself in the market.

“We used a reverse strategy, we entered the Mexican market to provide door-to-door service in the crossborder, where our strength was in recent years, where the exchange rate allowed us growth,” Roberto Pérez Levi told T21. , president of Forza Transportation.

The manager described that with the exchange rate at levels between 17 and 16 pesos, there were transportation providers who went from charging Forza a thousand dollars for the service between Nuevo Laredo and Querétaro to up to 1,600 dollars for the service , “with that increase, “We better take advantage of our own infrastructure and manage it as an advantage for our clients.”

Currently, Forza Transportation, with its companies in the United States, has a fleet of 1,050 tractor trucks, while in Mexico it has a vehicle fleet of 282 units. “We operate between 1,300 and 1,400 weekly shipments in the crossborder , of which we already operate with our own fleet, about 70% , the rest we continue to do with our allied Mexican transport companies,” Pérez Levi highlighted.

Recently, Forza opened its headquarters in San Pedro Garza García, Nuevo León. This entity is the base of operations for its two divisions: in Salinas Victoria it has its operations center for Mexico, while services in the United States are controlled from San Pedro.

Roberto Pérez emphasized that Forza and its group of companies, based on data from the Federal Motor Carriers Safety Administration (FMCSA) , in 2023 registered a movement of 120 million miles, “we are the largest door-to-door crossborder company , according to “FMCSA data, the company that follows us in this process drove 28 million miles.”

The story of Forza Transportation began in 2007, when Roberto Pérez began his activity as an operator  seeing an area of ​​opportunity in the motor transportation market, after graduating with an MBA from the University of Texas.

In 2008 he started Forza Transportation, and as he himself describes, “the advantage of dual citizenship, the knowledge of both markets, the expertise that gave me a different perspective and, above all, taking advantage of the conditions of the American market for the growth of the company with financing rates of 4% for the acquisition of trucks, for example, and that thanks to NAFTA (North American Free Trade Agreement) and the T-MEC (Treaty between Mexico, the United States and Canada) have been our engine of growth.”

In recent days, Forza celebrated the investment of more than $220 million during 2024 in its operations in Nuevo León.

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Forza Transportation continues to make progress in Nuevo León with investments aimed at supporting its operations in North American trade. Recently, it opened its corporate headquarters in Trébol Park in San Pedro Garza García.

During the inauguration of Forza’s new headquarters, Roberto Pérez Levi, CEO of the company, announced that investments in Nuevo León have amounted to just over 200 million dollars (USD).

Based on the information shared with T21, out of the total announced investments, USD 54.5 million have been channeled into existing and developing facilities in the municipalities of Salinas Victoria, Colombia (Recinto Fiscal), Cadereyta, and Apodaca, among others.

Regarding transportation equipment, so far in 2024, Forza has allocated just over USD 34 million for the acquisition of tractor-trailers from the brands Kenworth, Freightliner, and International.

Based on data from the Federal Motor Carrier Safety Administration (FMCSA), Forza Transportation has 729 registered tractor-trailers.

The opening of the corporate headquarters, which consists of three floors, was inaugurated by the Governor of Nuevo León, Samuel García, the Secretary of Economy, Iván Rivas, and the Deputy Secretary of Investment, Emmanuel Loo.

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