In the intermodal industry, the terms “IMC” and “freight broker” get used interchangeably. They mean very different things — and the difference shows up on your invoice every time.
A direct Intermodal Marketing Company holds contracts directly with Class I railroads. When you book through a direct IMC, there is one margin layer between you and the railroad rate: the IMC’s fee. LaserNet Jax holds direct contracts with CSX Transportation, Norfolk Southern, Union Pacific, CN Rail, and CP Rail.
A freight broker holds no direct railroad contracts. To offer intermodal, a broker buys capacity from a direct IMC and marks it up before selling it to you. Two margin layers between you and the railroad rate: the IMC’s margin and the broker’s margin.
| Factor | Direct IMC | Freight Broker |
|---|---|---|
| Railroad contracts | Direct — holds own contracts | None — buys from an IMC |
| Margin layers | One (IMC fee only) | Two (IMC + broker) |
| Capacity when markets tighten | Direct access | Last in line behind IMC customers |
| Service failure resolution | Direct railroad escalation | Calls the IMC, who calls the railroad |
When intermodal capacity is plentiful, the difference between a direct IMC and a broker is mostly about price. When markets tighten — which they do every peak season — the difference becomes availability. A direct IMC has contracted capacity at the source. A broker has to go back to the IMC they buy from and hope there’s something left.
The question to ask any intermodal provider: “Which Class I railroads do you have direct contracts with?” If they can’t name specific railroads, they’re a broker.
Tell us your lane — railroad-direct rate back within minutes. No broker markup, no middleman.