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:
Domande
Risposte dirette
Come ottengo una tariffa?
Ci mandi la tratta, il mezzo, la dimensione del container e il porto, e le rispondiamo con un numero. Preventivi e dispatch 24 ore su 24 a quotes@dariaslogistics.com.
Cosa comprende davvero un preventivo di drayage?
Il trasporto in sé, più gli accessori che poi sorprendono: chassis, pre-pull, per diem, demurrage, detention e stoccaggio. Preferiamo indicarli subito piuttosto che aggiungerli a una fattura.
Posso chiamare?
Sì. Tutto viene comunque confermato per iscritto: la tariffa indicata è quella nella sua casella di posta, con gli accessori elencati, quindi niente dipende da chi ricorda cosa è stato detto al telefono.
Con quanto anticipo bisogna prenotare un container?
Prima è, meglio è, soprattutto se il last free day è vicino. Lo stesso giorno spesso è possibile; con uno o due giorni possiamo scegliere la finestra di appuntamento.
Cosa vi serve da me per svincolare un container?
Il numero di container, il bill of lading o il numero di booking, il delivery order della compagnia o del suo spedizioniere, lo svincolo doganale, e l'indirizzo di consegna con gli orari di ricevimento.
Lavorate con spedizionieri e doganalisti?
La maggior parte del nostro lavoro arriva da loro. Prendiamo il delivery order, gestiamo il terminal e aggiorniamo chi sta coordinando.
Quanti container movimentate?
Più di 300 al giorno tra PortMiami, Port Everglades e le rampe ferroviarie del sud della Florida, cioè circa 100.000 all'anno, più di 150.000 TEU nella misura usata dai porti. È quel volume il motivo per cui un telaio o una finestra di appuntamento di solito c'è quando il suo container ne ha bisogno.
La capacità è stretta e nessun vettore prende il mio carico. Voi potete?
È una chiamata che ci piace. Invii il carico anche se tutti hanno detto la settimana prossima: con più di 300 container al giorno sulla rete un camion di solito c'è, e quando davvero non c'è, glielo diciamo in pochi minuti invece del silenzio. Niente contratto né volume minimo; un carico, quotato per iscritto, è così che è iniziata la maggior parte dei nostri rapporti con i broker.
In quanto tempo torna un preventivo?
Di solito in 10 minuti, per iscritto, a qualsiasi ora. Il banco che quota il suo trasporto è lo stesso che lo dispaccia, quindi un preventivo non aspetta mai il turno del mattino. Un superload o un trasporto multi-fermata può richiedere più tempo, e glielo diciamo subito invece di sparire.
Cos'è il last free day?
L'ultimo giorno in cui il suo container può restare dentro il terminal prima che partano gli addebiti di stoccaggio. Se lo si supera, il demurrage matura ogni giorno, ed è per questo che un pre-pull costa quasi sempre meno dell'attesa.
Cos'è un pre-pull?
Ritiriamo il container dal terminal prima che lei sia pronto e lo teniamo in un piazzale. Ferma il demurrage a tariffe di terminal e toglie pressione ai suoi orari di ricevimento.
Che differenza c'è tra demurrage, per diem e detention?
Tre addebiti diversi, da soggetti diversi. Il demurrage è il terminal che le addebita la merce ferma dentro il gate oltre il tempo libero. Il per diem è la compagnia di navigazione che le addebita il suo container tenuto fuori oltre il tempo libero. Il detention è il tempo del trasportatore, addebitato quando un autista aspetta alla sua banchina oltre la finestra libera. Possono correre insieme, ed è così che una fattura diventa pesante in fretta.
Cos'è un chassis split?
Quando lo chassis che serve non si trova nello stesso posto del container, così il camion fa un viaggio in più per prenderlo prima ancora di poter ritirare. Costa un movimento ed è la voce a sorpresa più comune su una fattura di drayage.
Come faccio a tenere bassi gli addebiti?
Tenga d'occhio il last free day, faccia un pre-pull se la sua banchina non è pronta, scarichi in drop and pick invece che in diretta quando può, e ci avvisi presto se i piani cambiano. Quasi tutte le fatture accessorie pesanti nascono da una decisione presa un giorno tardi.