American Logistics (ALC) Credentialing for NEMT Providers

American Logistics Company, founded in 1999 and run out of St. George, Utah, coordinates non-emergency medical transportation for health plans rather than owning vehicles. It keeps what it calls a nationwide transportation database of qualified providers by county, and its clients skew Medicaid and Medicare Advantage. You are not applying to a payer here. You are applying to join a subcontractor network, and the agreement you eventually sign is a service provider agreement that makes you an independent contractor with your own employees.

Three files have to clear before you can carry a trip: the company, every driver, and every vehicle. On top of that sits RideCafe certification, because ALC requires contracted providers to be certified on the platform and requires employee drivers to use the RideCafe mobile app. The sections below take each file the way an ALC reviewer takes it, and they start with the rule that ends applications: the employee-driver requirement.

ALC's own credentialing list is unusually legible for a broker. It names a business license, a certificate of insurance showing limits, Medicaid certification, a driver list with training certificates, SAM and OIG background screening, vehicle inspections as an inventory, driver incentive programs, the Transportation Provider Agreement and a BAA. The Medicaid line matters more than it looks: ALC expects you to already be certified in your state, so if your state enrollment is pending, that is the real critical path and the ALC application is waiting on it, not the other way around.

Then there is the insurance, which is where good applications die. The provider FAQ sets a $500,000 combined single limit minimum on commercial auto, alongside general liability and workers' compensation. More usefully, it tells you which policy forms it will read: Any Auto, Owned Auto, Hired Auto Only, and Non-owned Autos Only. A scheduled auto policy is not accepted. Plenty of small fleets are insured on scheduled autos because it was cheaper, and they find out at credentialing that the policy they have cannot be made to work by adding a vehicle to it. Limits above that floor still vary by market and contract, so confirm yours rather than assuming the minimum is the number. We read your COI before it goes in, tell you if the form is wrong while your agent can still rewrite it, and get the certificate wording right the first time instead of after a rejection.

ALC lists vehicle inspections as an inventory item, and that phrasing is the whole point. It is not one blanket fleet approval. Each unit is carried individually, and the platform will only let you assign a trip to a vehicle it has verified as fully credentialed. Buy a van on Friday and put it on a Monday route, and the trip either cannot be assigned or is assigned to a vehicle the broker's record does not recognize, which is the kind of mismatch that surfaces later as a payment nobody can explain.

So the file per vehicle covers the usual ground: registration current, a passing inspection, the unit actually sitting on the auto policy that ALC accepted, and for wheelchair or stretcher units, evidence the securement equipment meets the standard your state and the plan contract set. The discipline that matters is the roster staying in sync in both directions. New units added before they run, retired units taken off so you are not paying to insure and inspect something you sold. We keep the inventory, the inspection dates and the insurance schedule matched to what ALC shows, so the fleet you operate and the fleet ALC will assign to are the same fleet.

Worth reading ALC's own answer to "how much business can I expect" before you convert your drivers to employees for it. The company says it does not control the volume of trips available, guarantees none, and suggests treating the work as supplemental. That is a fair thing to publish and a hard thing to build a payroll around if ALC is your only broker. Combined with the employee-driver rule and the scheduled-auto exclusion, it means the cost of joining is front-loaded and the return is not promised.

None of which makes ALC a bad application. It makes it a poor first one for a fleet running owner-operators with no other broker relationship. In the free review we set your structure, your insurance form and your market against what each broker near you actually requires, so the first application you file is one that can be approved and one that can be fed.