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How Do Transport Subcontractors Acquire Jobs - Six Ways in Reality Check
Subcontractors in the transport industry acquire their jobs through six channels, which differ mainly in three aspects: predictability of volume, acquisition effort, and payment risk. Fixed routes through courier service providers offer the most predictable volume with the lowest margin and a strong dependence on the client. Freight exchanges provide high volume against monthly fixed costs and industry-standard payment terms of 30 to 60 days. Open job exchanges are free, but the volume fluctuates and the counterpart is not pre-verified. Direct acquisition from regional shippers yields the best margin but requires the highest time investment. Mediation through other subcontractors works quickly but remains limited to one's own network.
The sixth way is the newest and, for vehicles up to 3.5 tons, the most interesting: matching platforms like MUVN Pro assign individual shipments to existing routes and downtime. Free for drivers, without a bidding process, and payment is secured before the start.
In practice, most companies combine three to four of these methods. Those who only use one are either fully booked and dependent or free and underutilized.
The Six Ways at a Glance
| Way | Volume | Costs for You | Acquisition Effort | Payment Risk |
|---|---|---|---|---|
| Fixed Route with Courier Service Provider | very predictable | none | one-time | low |
| Freight Exchange with Subscription | high but variable | monthly fee | daily | medium to high |
| Open Job Exchange | fluctuating | none | daily | high |
| Direct Acquisition from Shippers | predictable when it works | time | very high at the beginning | manageable |
| Mediation through Colleagues | irregular | none | low | medium |
| MUVN Pro | route and downtime dependent | none, free for drivers | low | none, payment is secured |
Way 1: Fixed Route with a Courier Service Provider
The classic entry point. As a subcontractor, you drive for a parcel service provider in an assigned delivery area, usually billed per stop or per shipment.
The advantage is real predictability. The vehicle is fully utilized, payment comes reliably, and you don’t have to acquire jobs.
The downside: The price per stop is predetermined and not negotiable. And if that one contract is terminated, the entire utilization disappears overnight. Those who work exclusively this way have no second pillar.
What many overlook: The vehicle stands still on weekends and after the tour ends. Second and third vehicles without fixed routes may even stand idle during the week. These downtimes can be filled with individual shipments without conflicting with the existing contract, as they pertain to different days and shipment profiles. However, it is still advisable to review your own contract.
Way 2: Freight Exchange with Subscription
TIMOCOM, Trans.eu, and Teleroute offer the largest volume and verified participants. For this, you pay a monthly fee, regardless of the order volume.
Calculate before signing how many jobs you need through this exchange to cover the fee. And check if the dominant cargo profile fits your vehicle. Those transporting bulky individual items will search among many pallet offers for exceptions.
The second point is payment. Payment terms of 30 to 60 days are standard in the industry, and the risk of default lies with you. Those working from an exchange should reflect this liquidity binding in their calculations.
Way 3: Open Job Exchanges
clickapoint, auftragsbank.de, transportbranche.de, box24.de, and frachtportal.net are free and accept you without verification. You can respond to freight offers and post your own capacity there.
A good capacity advertisement specifies vehicle type, loading dimensions, home region, and the routes you regularly drive. A poor one simply states "looking for jobs." The difference in response rates is significant.
The risk lies in the lack of pre-verification. Check the commercial register, VAT identification number, and reviews before the first trip, and agree on partial prepayment for larger orders with new clients.
Way 4: Direct Acquisition from Regional Shippers
The way with the best margin, as there is no intermediary between you and the client, and you are not competing against ten other offers.
Those moving bulky goods and regularly needing transport: furniture stores and kitchen studios, recommerce and vintage shops, auction houses, medical supply stores, building material dealers, gyms, local online retailers with large items.
You can compile this list through Google Maps and industry directories in just a few hours. What follows is persistence. The first twenty conversations usually lead to nothing, and building relationships takes months. Once established, it becomes recurring volume at a price you help determine.
Way 5: Mediation through Other Subcontractors
In practice, this is the most underestimated channel. Colleagues who are overbooked pass on jobs. This happens through personal contacts, driver groups, and workshops, and it works without acquisition costs.
Three points to consider: Clarify in advance whether you are driving as a subcontractor for the colleague or directly for the end customer, as this affects liability and invoicing. Also, document the essential points in writing, even for verbal agreements. And check if your freight carrier liability covers the accepted job.
Way 6: Matching Platforms like MUVN Pro
There is no bidding process and no basic fee here. MUVN Pro is free for drivers; there are no monthly or per-job fees.
You either enter a route you are already driving or a time window around your location. Suitable shipments are suggested to you, the price range is predetermined, and you decide whether to accept. The shipment profile includes furniture, large appliances, and bulky individual items that can be handled by one or two people, which is exactly the type of cargo for which a transporter is built and that is not billed at pallet prices.
What this changes compared to the other five ways:
- No costs. Unlike a subscription exchange, you incur zero costs in a weak week. There’s nothing to amortize.
- No payment risk. The amount is collected from the client at the time of booking and paid to you after confirmed delivery. No payment terms, no open receivables, no collections.
- No price competition. You do not underbid anyone to be seen at all.
- Minimal acquisition effort. Enter your route or time window once, and then the suggestions come to you.
- Every shipment is secured. Through MUVN Protect, every transport is fundamentally insured, and higher coverage can be added per shipment.
This method is particularly interesting for two situations where the other five channels provide nothing: the return trip and the vehicle that stands idle on weekends or between two fixed jobs.
Which Combination Makes Sense?
A pattern that works stably in practice: a predictable base utilization through fixed routes or direct clients, plus two to three supplementary sources for the gaps, and MUVN Pro for return trips, weekends, and downtimes. The latter costs nothing and can therefore always run alongside, even if you are currently well utilized.
The rule behind this: No client should account for more than half of your revenue. Anything above that is no longer utilization but dependence.
Frequently Asked Questions
How do I find a fixed route as a subcontractor?
Fixed routes are almost always assigned through the respective depot, not through the central office. Direct contact with the branch management is the usual way. Additionally, routes are advertised in job boards and in the transport and logistics section of classifieds.
How much does a subcontractor earn in transport?
This depends on vehicle class, region, shipment profile, and source of orders and cannot be reliably quantified in general. Only the contribution margin per order is meaningful: revenue minus fuel, tolls, driver hours, wear and tear, and proportional fixed costs.
Do I need my own permit for subcontracting?
Yes, if your vehicle requires a permit. The client's permit does not cover you; you are conducting the transport in your own name. In purely domestic commercial transport, the permit requirement applies for vehicles over 3.5 tons of permissible total weight. The competent transport authority provides binding information.
How many clients should I have?
At least three, and none should account for more than half of your revenue. With only one client, there is not only economic risk but also the question of the social security classification of your activity. This is a topic for tax consulting.
Is it worth driving both fixed routes and individual orders simultaneously?
Often yes, because both utilize different time windows. Fixed routes run on weekdays during set periods, while individual shipments can be planned during downtimes and on weekends. Check in advance if your existing contract contains exclusivity clauses.