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:
Perguntas
Respostas diretas
Como consigo uma tarifa?
Envie a rota, o equipamento, o tamanho do contêiner e o porto, e devolvemos um número. Cotações e despacho 24 horas por dia em quotes@dariaslogistics.com.
O que uma cotação de drayage inclui de verdade?
O movimento em si, mais os acessórios que surpreendem depois: chassi, pre-pull, per diem, demurrage, detention e armazenagem. Preferimos nomeá-los de saída a acrescentá-los numa fatura.
Posso ligar?
Sim. Tudo continua sendo confirmado por escrito: a tarifa cotada é a que está no seu e-mail, com os acessórios listados, então nada depende de quem lembra o que foi dito numa ligação.
Com quanta antecedência é preciso reservar um contêiner?
Quanto antes melhor, principalmente se o last free day estiver perto. No mesmo dia costuma ser possível; com um ou dois dias temos onde escolher o agendamento.
O que vocês precisam de mim para liberar um contêiner?
O número do contêiner, o bill of lading ou número do booking, o delivery order do armador ou do seu agente, a liberação alfandegária, e o endereço de entrega com o horário de recebimento.
Vocês trabalham com agentes de carga e despachantes aduaneiros?
Sim, a maior parte do nosso trabalho vem por eles. Pegamos o delivery order, cuidamos do terminal e damos retorno a quem estiver coordenando.
Quantos contêineres vocês movem?
Mais de 300 por dia entre PortMiami, Port Everglades e as rampas ferroviárias do sul da Flórida, o que dá cerca de 100.000 por ano, mais de 150.000 TEU na medida que os portos usam. Esse volume é o motivo de quase sempre haver um chassi ou uma janela de agendamento quando o seu contêiner precisa.
A capacidade está apertada e nenhum transportador aceita minha carga. Vocês conseguem?
Essa é uma ligação de que gostamos. Envie a carga mesmo que todos tenham dito semana que vem: com mais de 300 contêineres por dia passando pela rede quase sempre há um caminhão, e quando realmente não há, você ouve isso em minutos em vez de silêncio. Sem contrato nem volume mínimo; uma carga, cotada por escrito, foi como a maioria das nossas relações com brokers começou.
Em quanto tempo volta uma cotação?
Normalmente em 10 minutos, por escrito, a qualquer hora. A mesa que cota o seu transporte é a mesma que o despacha, então a cotação nunca espera o turno da manhã. Uma supercarga ou um transporte com várias paradas pode levar mais tempo, e dizemos isso de cara em vez de sumir.
O que é o last free day?
O último dia em que seu contêiner pode ficar dentro do terminal antes de começarem as cobranças de armazenagem. Se passar, o demurrage começa a acumular todo dia, e é por isso que um pre-pull quase sempre sai mais barato que esperar.
O que é um pre-pull?
Retiramos o contêiner do terminal antes de você estar pronto e o guardamos num pátio. Isso para o demurrage a tarifas de terminal e tira a pressão do seu horário de recebimento.
Qual é a diferença entre demurrage, per diem e detention?
Três cobranças diferentes, de partes diferentes. O demurrage é o terminal cobrando de você porque a carga continua dentro do portão além do tempo livre. O per diem é o armador cobrando de você por manter o contêiner dele fora além do tempo livre. O detention é o tempo do transportador, quando um motorista espera na sua doca além da janela livre. Podem correr ao mesmo tempo, e é assim que uma fatura fica feia rápido.
O que é um chassis split?
Quando o chassi de que você precisa não está no mesmo lugar que o contêiner, então o caminhão faz uma viagem a mais para buscá-lo antes mesmo de conseguir retirar. Custa um movimento e é a linha-surpresa mais comum numa fatura de drayage.
Como faço para segurar as cobranças?
Fique de olho no last free day, faça pre-pull se sua doca não estiver pronta, descarregue em drop and pick em vez de ao vivo quando der, e avise cedo se os planos mudarem. Quase toda fatura grande de acessórios vem de uma decisão tomada um dia tarde demais.