Load tenders from the inbox, drafted into new loads.

Today a tender reaches the shared customer inbox. A rep reads it, checks the lane and rate against what the shipper agreed, keys the stops in order with their windows and reference numbers, sets the equipment and commodity, and then decides whether to take the load. The keying sits between the shipper's email and your answer.

For the test, AI reads copies of tenders your team already handled and drafts each load the way your TMS lays it out. A field it can't fill with confidence is left blank and marked, with the line of the tender it would have come from. Nothing is entered, and no reply goes to a shipper. Your reviewer puts each draft beside the load your rep actually built.

One shipper, many shapes. The same account might send a typed email on Monday and a PDF from its own system on Tuesday, and a large one may attach a spreadsheet with a week of loads, one row each. The EDI 204, the load tender that bigger shippers send system to system, has a fixed place for every detail. An email has none. The draft has to find the shipment ID, the stops and the dates wherever the shipper put them, and split a multi-load sheet into separate loads.

Changes and cancellations. A 204 marks itself as an original, a change or a cancellation, and email tenders do the same in words: "revised", "updated pickup time", "please cancel". A change has to land on the load already built from the first tender, matched on the shipment ID the shipper assigned, not become a second load. A cancellation after a truck is covered needs a person's attention right away. The draft says which existing load a change belongs to and what changed on it.

Stops and appointments. The 204 gives each stop a reason: load or unload, a part load or part unload on a multi-stop run, a drop trailer, or a pickup of a trailer the shipper preloaded. Email tenders say the same things loosely, and the difference matters to the carrier you assign. Appointment language varies too: a set time, a window, first come first served, or a retailer's must-arrive-by date. The draft keeps each stop in sequence with its type and its window as written, and puts each reference number on the stop it belongs to rather than on the whole load.

Equipment and commodity. A reefer load needs its temperature and whether the unit runs continuous or cycles, and that detail often sits in the notes, not in a field. A hazmat load needs its UN number, hazard class and proper shipping name carried onto the load. Pallet exchange, tarps on a flatbed and team service all change which carriers can haul it. Weight and pallet count go on the draft as written, and a tender that leaves one out is marked, never guessed.

The clock, and what your reviewer watches. A 204 can carry a date and time to respond by, and email tenders often say "please confirm by" somewhere in the body. The draft puts that deadline at the top, because a tender left too long can move to the next carrier or broker in the shipper's routing guide. Your reviewer, the person who knows your customer desk best, usually a senior customer rep or the operations manager, checks stops, windows and references first, then the rate.

After your reviewer's yes, the job runs on new tenders for about 30 days.

Each draft load waits for a customer rep to check it, and the rep accepts or declines the tender the way they do now. Nothing is saved as a booked load, and nothing goes back to a shipper, until a person on your team acts.

Nothing else joins the live run. Another job, if you want one, is priced separately.