Every mode, sourced and covered
From dry van truckload and LTL to refrigerated, flatbed, drayage and expedited, Mill Freight sources the capacity, vets the carrier, and confirms the rate in writing before dispatch — so your freight moves on a truck somebody actually checked.
However you want to tender
Phone
A named rep on the load, not a queue.
Email & SMS
Tracking updates pushed, not chased.
EDI & API
Tender, status and invoice, system to system.
One load record
Rate con, BOL, POD and claims in one thread.
Ocean Freight
Ocean is cheap per tonne and unforgiving about timing: a missed cut-off is a week, not an afternoon. We book against the sailing schedule rather than the sales pitch, tell you the cut-off and the transit as separate numbers, and hold space on the lanes we run most. Where a container is rolled by the carrier, you hear it from us with the next option already attached.
- FCL and LCL from origin CFS through to destination delivery
- Cut-off, sailing and arrival quoted separately — no blended 'transit time'
- Bills of lading issued and corrected before vessel departure, not after
- Customs entry arranged at destination, with duty and tax quoted up front
- Rolled-cargo notification with the alternative sailing already identified
Air Freight
Air freight is what you buy when the ocean plan failed, and it is priced accordingly — chargeable weight, not actual weight, which is where most quotes go wrong. We calculate volumetric weight before quoting so the invoice matches, book on carriers with real capacity on the lane rather than the cheapest published rate, and handle the security screening that US-bound cargo requires.
- Chargeable weight calculated at quote, so the invoice holds
- Consolidated and direct options priced side by side
- Security screening and known-shipper requirements handled for US-bound cargo
- Dangerous goods accepted where declared and correctly packed
- Airport-to-airport, or door-to-door with the inland leg on our own trucking
Full Truckload
A full truckload moves on one trailer, with no rehandling between the shipping dock and the consignee. That is what makes it the cheapest way to move volume and the easiest to keep intact. We source the trailer from carriers we have already vetted, confirm the rate in writing before dispatch, and track the load to delivery so the first news of a problem does not arrive with the invoice.
- 53' dry van capacity across the contiguous 48 states
- Rate confirmation issued in writing before the carrier dispatches
- Carrier authority, insurance and safety rating checked at every tender
- Track-and-trace with check calls or ELD position, depending on the carrier
- One point of contact who owns the load from tender to POD
Less-Than-Truckload
Below roughly six pallets, paying for a whole trailer stops making sense. LTL puts your pallets on a shared trailer and prices them by NMFC class, weight and distance. The cost of that efficiency is handling: freight moves through terminals, so packaging and an accurate bill of lading matter far more than they do on a truckload. We classify the freight properly up front, because a reclass after the fact is where LTL budgets actually go.
- NMFC classification checked before the BOL is issued
- Accessorials quoted up front — liftgate, residential, inside delivery, appointment
- Density-based and class-based pricing explained on the quote, not after
- Reweigh and reclass disputes handled with the carrier on your behalf
- Consolidation into truckload where the volume justifies it
Temperature-Controlled
Reefer freight fails quietly. A trailer that ran two degrees warm for six hours looks exactly like one that did not, until the receiver rejects the load. We book carriers whose units are on continuous — not cycle — where the commodity requires it, set the temperature on the rate confirmation rather than over the phone, and require download capability so the temperature record exists if a claim follows.
- Set-point recorded on the rate confirmation, not agreed verbally
- Continuous-run specified where the commodity requires it
- Reefer download available to support a temperature claim
- Pre-cool and trailer-wash requirements passed to the carrier in writing
- FSMA sanitary-transport obligations flowed through to the carrier
Flatbed & Open Deck
Open-deck freight is priced by how hard it is to secure, not just how far it goes. Step deck, double drop, RGN and conestoga all exist because a load that is too tall, too wide or too heavy for a flatbed still has to move. We match the deck to the dimensions, confirm the securement the commodity needs, and establish early whether the load is legal or needs permits and escorts — which is a question best answered before the truck is under it.
- Flatbed, step deck, double drop, RGN and conestoga capacity
- Securement requirements — chains, straps, coil racks, tarps — set at booking
- Oversize and overweight permitting arranged where dimensions require it
- Route surveys and escort requirements confirmed before dispatch
- Loading and unloading responsibilities stated explicitly on the rate con
Drayage & Intermodal
Drayage is a short move with an expensive clock attached. Once a container is available, demurrage accrues at the terminal and per diem accrues on the chassis, and both are charged by parties who are not the carrier. We work backwards from the last free day, book port-qualified carriers with the right chassis arrangement, and flag an at-risk container while there is still time to do something about it.
- Port, rail ramp and transload drayage in major US gateways
- Last free day tracked, with demurrage and per diem risk flagged early
- Chassis supply confirmed at booking — pool, carrier-provided or leased
- TWIC-credentialed drivers for secure terminal access
- Container return and empty dispatch managed to close the move out
Expedited & Time-Critical
Expedited freight is rarely planned. A line goes down, a supplier misses a window, a receiver moves an appointment, and suddenly the cost of a dedicated van is trivial next to the cost of waiting. We quote expedited on the assumption that you need an answer in minutes, dispatch direct rather than through a load board where we can, and give you a realistic transit time rather than an optimistic one.
- Cargo van, sprinter, straight truck and team-driver capacity
- Dedicated, exclusive-use trailers — no co-loading on time-critical freight
- Realistic transit estimates built on hours-of-service limits, not wishes
- Direct dispatch and continuous position updates while in transit
- After-hours and weekend coverage without a separate escalation path
The difference is in what your receiver sees
Anyone can post a load to a board. Fewer can tell you who is under it, what was verified, and where the truck is right now.
One team, fully accountable
One named rep owns the load from tender to POD — no handoffs at shift change, and no rediscovering your freight each time you call.
Quality built into every lane
Carriers are scored on on-time pickup, on-time delivery and claims, and the ones that slip stop getting your freight — not just on day one.
Insight you can act on
Lane-level on-time and claims reporting means you hear about a deteriorating lane from us — before it becomes a chargeback or a stockout.
Tell us what you ship — we'll plan the move
Work with a brokerage that vets the carrier, confirms the rate in writing and tells you about a problem while it is still fixable. Tell us your lane — we'll quote it.