We built the check a broker used to do by hand.

Founder

CarrierScrub is a service of Hexoglyph Holdings, LLC, Clearfield, Utah.

Why it exists

A verdict you can put in front of a shipper.

The facts that catch a double-brokered load are already public. Authority revoked. Insurance cancelled. A brand-new USDOT number registered at the phone number of a carrier that was shut down last month. All of it sits in FMCSA's own filings, in four different places, in formats nobody reads for fun.

What was missing was not data. It was a single answer, with a date on it, that survives being questioned three weeks later — because the day a load goes missing, “we checked” is worth nothing and a dated packet is worth everything.

So the rules are fixed and published, the result is one call with the filings underneath it, and anything we have not actually checked is left off the result instead of quietly showing a pass.

Every message from the contact page comes to me. If a verdict looks wrong, send the USDOT number with it and I’ll go read the filing myself.

Rules

Three we won’t break.

• Fail closed. A missing field is never a pass. Absent insurance reads as unknown, never as insured.
• State facts, never conclusions. We report that a carrier shares a phone number with a suspended carrier and give the dates. We never allege fraud.
• One unmissable call. The verdict leads. The evidence sits underneath it.

What a report never guesses

And how it says so.

Safety rating, roadside out-of-service history and crash history come from FMCSA’s SMS snapshot, dated to it. A section whose source is not loaded yet is left off the result rather than shown as a clean result we cannot stand behind, and BASIC percentiles never appear at all: FMCSA does not publish them for property carriers.

Where competitors go further — inspection-level history, multi-year archives — our comparison pages say so in their own words: vs. Carrier411 · vs. BrokerSnapshot.