Careers
Owner-operator work and office roles in Hialeah Gardens
No company-driver positions: the trucks belong to owner-operators who either keep their own authority and run on our dispatch, or lease on to ours. Plus the office roles that are ours, what the terminals require, and how to reach us.
Darias Logistics Corp is a small company doing a demanding job: containers off the South Florida ports, on a clock somebody else set. Dispatch, quoting, billing and documents are ours. The trucks belong to owner-operators and carriers who run with us. Both are below, and they are different conversations.
On the road
You own the truck. These are the two ways to run it with us, and they are different arrangements rather than two names for one.
Owner-operator, on your own authority
OpenIndependent contractor · Based anywhere; the desk is in Hialeah Gardens
You keep your operating authority and your insurance. We find and negotiate your freight, vet the broker, and turn your paperwork around to your own factor. The broker pays you, never us.
What it asks of you
- Active operating authority and insurance that survives being read
- A truck that will pass an inspection and a record that will survive one
- Paperwork sent the day it is signed, because that is what makes the turnaround real
Owner-operator, leased to our authority
OpenLeased contractor, 49 CFR Part 376 · South Florida preferred
You bring the truck and the driving. We become the motor carrier of record: our authority, our filings, our liability and cargo cover on the unit, and a written lease that says exactly how and when you are paid.
What it asks of you
- A truck you own or already lease, and non-trucking liability
- A driving record that can carry our safety record, because under our authority it becomes ours
- Willingness to read the lease before signing it, and to ask about anything in it
Not sure which of the two suits your truck? Open either one and say so on the form. It is a normal answer and the desk will walk you through it.
Dispatch
The desk that moves the freight. Containers come off a terminal on a clock somebody else set, and this is the job of getting the right truck there before that clock costs the customer money.
Drayage dispatcher
Not openPlan the day off the port and ramp schedules, assign the moves, watch the last free days, and call the customer before they have to call you. Knowing which terminal is running slow this week is most of the job.
Truckload dispatcher
Not openWork the boards and the brokers on lanes out of Florida, negotiate the rate, and keep the truck loaded in both directions rather than one.
Weekend and after-hours cover
Not openA container on its last free day does not wait for Monday. This is the shift that makes the published hours real instead of a phone diverted to voicemail.
Nothing open in this department today. The roles above are what this work actually is here, so if you do one of them well, write anyway: the list of people worth calling is how hiring here has happened.
Billing and documents
Most of the delay between a load delivering and the money arriving is a document, not a bank. This department is the reason that gap is short.
Billing clerk
Not openInvoice the move against what was actually quoted, line by line, so an accessorial never turns up as a surprise on a customer's statement.
Documents and POD clerk
Not openChase, check and correct the bill of lading, the proof of delivery and the rate confirmation the hour they arrive, because that is what turns a week into a day.
Nothing open in this department today. The roles above are what this work actually is here, so if you do one of them well, write anyway: the list of people worth calling is how hiring here has happened.
Accounting
Freight is a business of thin margins and long payment terms, so the arithmetic has to be right and it has to be current.
Accounts receivable
Not openFollow the money that is owed without damaging the relationship it came from, and know the difference between a customer who forgot and a customer who is in trouble.
Payables and carrier settlements
Not openPay the carriers and the leased owner-operators on the schedule they were promised, with every deduction disclosed the way the lease says it will be.
Nothing open in this department today. The roles above are what this work actually is here, so if you do one of them well, write anyway: the list of people worth calling is how hiring here has happened.
Warehouse operations
The building in Hialeah Gardens: containers unloaded, freight put away, orders shipped, and every pallet in a position somebody can find.
Warehouse lead
Not openRun the floor for the day: what gets unloaded, what ships, who is on which door, and whether the paperwork left with the freight.
Forklift operator
Not openUnload the container, palletize what came in floor-loaded, and put it where the system says it went rather than where there was room.
Inventory and receiving clerk
Not openCheck in what arrived against what was supposed to arrive, photograph the damage before anybody argues about it, and keep the WMS honest.
Nothing open in this department today. The roles above are what this work actually is here, so if you do one of them well, write anyway: the list of people worth calling is how hiring here has happened.
Quoting and customer service
Every rate this company gives is in writing, and somebody has to be the person who writes it and then answers for it.
Quoting analyst
Not openPrice the move off the rate card and the real distance, name every accessorial that could land on it, and say no to the ones that cannot be done for the money.
Customer service
Not openBe the person who knows where the container is and says so first, in English or Spanish, before the customer has to ask twice.
Nothing open in this department today. The roles above are what this work actually is here, so if you do one of them well, write anyway: the list of people worth calling is how hiring here has happened.
Safety and compliance
Authority, insurance, filings and audits. The unglamorous department that decides whether any of the others get to keep working.
Compliance coordinator
Not openKeep the federal and state filings current, watch the renewal calendar, run the drug and alcohol programme, and be ready for an audit before one is announced.
Safety
Not openDriver qualification files, inspections, incident follow-up, and the habit of fixing the cause rather than the paperwork.
Nothing open in this department today. The roles above are what this work actually is here, so if you do one of them well, write anyway: the list of people worth calling is how hiring here has happened.
IT and systems
This company runs a warehouse management system, a rate engine, a public quoting tool and a site in nine languages. Somebody has to keep all of it true.
Internal tools developer
Not openBuild the small things that remove a daily manual step: a report nobody has to assemble, a form that validates before dispatch sees it, a number that renders from its source instead of being typed.
Data and reporting
Not openTurn what the operation already records into something a decision can be made from, and publish the figures we promise to publish, including in the months they are not flattering.
Systems and integrations
Not openThe WMS, the load boards, the email and the accounting stack, and the joins between them that are currently a person copying and pasting.
Nothing open in this department today. The roles above are what this work actually is here, so if you do one of them well, write anyway: the list of people worth calling is how hiring here has happened.
What we do not have
There are no company-driver positions here. We do not put drivers in trucks we own, so if you are looking for a seat in somebody else's truck, this is not that, and we would rather you knew it now than after an email. What exists is above: two ways to run a truck you already own, and the departments this company is actually built out of.
Carriers with their own fleet
Separately from either of those: a good part of this freight moves on carriers we work with, running their own authority and their own insurance. If you pull containers out of PortMiami, Port Everglades or the Florida East Coast ramps and you want to be on the list we call, introduce yourself.
What the work asks for is the same thing the terminals ask for. A TWIC for anybody going through a secure gate. Endorsements and placarding that match the freight, because a load that is wrong on paper does not leave the yard. Insurance that survives being read. And the plain thing that decides whether the second call happens: the container arrives when it was promised, and when it will not, somebody says so early.
How the office side works
Operations happen where the freight is. The yard is staffed on site every day. Quoting, billing and documents work remotely and come in when being together helps rather than because a chair has to be filled.
Dispatch cover does not change either way: somebody is reachable around the clock, on site or not, because a container on its last free day does not wait for office hours. Shifts are built so that cover is real rather than a phone diverted to voicemail.
Vaccine policy
No vaccine requirement, for employment or for running freight with us. Individual customer facilities set their own site access rules, which are theirs rather than ours, and a driver is told in advance when a delivery carries one.
How to reach us
Email quotes@dariaslogistics.com. For an office role, say what you have run and what you want to run next; a resume is welcome and not required. For a carrier, send your authority, your insurance certificate, the equipment you run and the terminals you already pull from, and you will get a straight answer either way.
Or send it on one short form, which asks what we would have asked back:
Fragen
Klare Antworten
Wie bekomme ich einen Preis?
Schicken Sie Strecke, Equipment, Containergröße und Hafen, dann kommt eine Zahl zurück. Angebote und Disposition laufen rund um die Uhr unter quotes@dariaslogistics.com.
Was ist in einem drayage-Angebot wirklich enthalten?
Der Transport selbst, dazu die Nebenkosten, die später überraschen: Chassis, pre-pull, per diem, demurrage, detention und Lagerung. Wir nennen sie lieber vorher, als sie später auf eine Rechnung zu setzen.
Kann ich anrufen?
Ja. Bestätigt wird trotzdem alles schriftlich: der genannte Preis steht in Ihrem Postfach, mit aufgeführten Nebenkosten, nichts hängt also davon ab, wer sich an was aus einem Telefonat erinnert.
Wie viel Vorlauf brauchen Sie, um einen Container zu buchen?
Je früher, desto besser, vor allem wenn der last free day nah ist. Am selben Tag geht oft; ein oder zwei Tage geben uns die Wahl beim Zeitfenster.
Was brauchen Sie von mir, um einen Container freizubekommen?
Die Containernummer, das bill of lading oder die Buchungsnummer, das delivery order der Reederei oder Ihres Spediteurs, die Zollfreigabe, und die Lieferadresse mit den Annahmezeiten.
Arbeiten Sie mit Spediteuren und Zollagenten?
Der größte Teil unserer Arbeit kommt über sie. Wir nehmen das delivery order, erledigen das Terminal und melden an den zurück, der koordiniert.
Wie viele Container bewegen Sie?
Mehr als 300 am Tag über PortMiami, Port Everglades und die Bahnrampen Südfloridas, also rund 100.000 im Jahr, mehr als 150.000 TEU in der Maßeinheit der Häfen. Dieses Volumen ist der Grund, warum ein Chassis oder ein Terminfenster meist da ist, wenn Ihr Container eines braucht.
Die Kapazität ist knapp und kein Frachtführer nimmt meine Ladung. Können Sie?
Das ist ein Anruf, den wir mögen. Senden Sie die Ladung, auch wenn alle nächste Woche gesagt haben: mit mehr als 300 Containern am Tag im Netz gibt es fast immer einen Lkw, und wenn wirklich keiner da ist, hören Sie das in Minuten statt Schweigen. Kein Vertrag, kein Mindestvolumen; eine Ladung, schriftlich kalkuliert, so haben die meisten unserer Broker-Beziehungen angefangen.
Wie schnell kommt ein Angebot zurück?
In der Regel innerhalb von 10 Minuten, schriftlich, zu jeder Stunde. Der Tisch, der Ihren Transport kalkuliert, ist derselbe, der ihn disponiert; ein Angebot wartet nie auf die Frühschicht. Ein Superload oder ein Transport mit mehreren Stopps kann länger dauern, und das sagen wir vorab statt zu schweigen.
Was ist der last free day?
Der letzte Tag, an dem Ihr Container im Terminal stehen darf, bevor Lagerkosten anfallen. Wird er verpasst, läuft das demurrage täglich weiter, und deshalb ist ein pre-pull fast immer günstiger als Warten.
Was ist ein pre-pull?
Wir holen den Container aus dem Terminal, bevor Sie so weit sind, und stellen ihn auf einem Hof ab. Das stoppt das demurrage zu Terminalsätzen und nimmt den Druck von Ihren Annahmezeiten.
Was ist der Unterschied zwischen demurrage, per diem und detention?
Drei verschiedene Kosten von verschiedenen Parteien. Demurrage berechnet Ihnen das Terminal, weil die Ladung nach Ablauf der Freizeit noch hinter dem Tor steht. Per diem berechnet Ihnen die Reederei, weil ihr Container über die Freizeit hinaus draußen ist. Detention ist die Zeit des Frachtführers, berechnet, wenn ein Fahrer an Ihrer Rampe über das freie Zeitfenster hinaus wartet. Sie können gleichzeitig laufen, und so wird eine Rechnung schnell unschön.
Was ist ein chassis split?
Wenn das Chassis, das Sie brauchen, nicht am selben Ort steht wie der Container, fährt der Lkw eine Extrarunde, um es zu holen, bevor er überhaupt abholen kann. Das kostet einen Transport und ist die häufigste Überraschungsposition auf einer drayage-Rechnung.
Wie halte ich die Kosten niedrig?
Behalten Sie den last free day im Blick, machen Sie einen pre-pull, wenn Ihre Rampe nicht bereit ist, entladen Sie wo möglich als drop and pick statt am Stück, und sagen Sie uns früh Bescheid, wenn sich die Pläne ändern. Fast jede große Nebenkostenrechnung geht auf eine Entscheidung zurück, die einen Tag zu spät fiel.