Every mile, in the open.Your numbers. Your floor. Your call.
Independent dispatch for owner-operators and small fleets — Sprinter vans through 53-foot trailers. I find the loads, negotiate your rate, and handle the paperwork, so you drive.
Type your own numbers. The bar redraws as you type.
That's it. My fee comes out of the loads I book for you — so if the wheels don't turn, you don't pay me a cent.
You run the truck and your authority. I run the desk — the calls, the rates, the paperwork, the chase.
Loads that fit your truck, your lanes, and your home time — not whatever's left.
Rates argued, not accepted. I push RPM up and cut deadhead down.
Rate cons, BOLs, PODs, and invoicing handled — so you're not doing it at the truck stop.
Detention and TONU claimed and chased. Your time is worth money — I collect it.
If it rolls freight, I can keep it moving.
I'm Class A CDL-trained — I know what your clock feels like, what a bad load costs, and why a straight answer beats a smooth one. RayRoute is an independent desk: you deal with me directly, and you won't find invented numbers here.
I work for you, not the broker. My fee comes from you, so my interest is yours.
Authority, bond, and days-to-pay verified before I ever put your truck under a load.
Bad news comes from me first — no surprises when the check should've landed.
Call or text any time — day, night, or weekend. New carriers hear back within 3 hours, and once you're signed, your active loads get my fastest attention.
Ever wonder why the rate feels so tight by the time it reaches your truck? All money starts at the shipper and flows down — every hand between the shipper and the wheel takes a cut. It's not a conspiracy; it's just how freight flows. Understanding it is the first step to keeping more of it.
Owns the goods that must move — a maker, a retailer, a farm. Pays for everything. Every freight dollar starts here.
The "brain" for giant shippers — manages tech, warehouses, and the brokers below. Rarely touches a truck. First cut of the freight dollar.
The big brokers. Hold the shipper relationships, broker authority, and the $75K bond, and find carriers to haul. The tier a dispatcher deals with most.
Thousands of them — most load-board freight comes from here. Same role as the giants, but more risk: double-brokering and non-payment live here. Vet hard.
Not in the shipper-to-carrier money chain. I work the broker tiers on your behalf — find loads, negotiate rates, handle paperwork. Paid by you, the carrier, not the freight.
Holds operating authority and moves the freight. Paid by the broker for the haul, and pays the dispatcher a service fee.
Often the owner-operator himself; sometimes an employed driver. The freight finally moves.
That's why rates feel squeezed at the truck — the carrier sits at the end of the chain. Going broker-direct (fewer layers) can mean better pay.
A broker secretly hands the load to another broker — an illegal extra layer that skims margin and gets carriers stiffed. "Does the MC match?" is the shield.
An owner-operator can't work tiers 3–4 while driving. Navigating the chain for you is exactly what makes a dispatcher worth having.
The U.S. freight industry moves roughly 72% of all freight tonnage by truck and over $900B a year. Here's how the pieces fit — the players, the modes, and how the money actually flows on a load.
One shipper fills the whole trailer — typically 30,000–44,000 lbs or 10+ pallets. You buy the space.
Buy the spaceMultiple shippers share the trailer. Rated by density and NMFC freight class.
Buy by densityContainers by rail + truck. Lower cost on lanes over 750–1,000 mi where transit time is flexible.
Rail + truckMore than one pallet, less than a full trailer. Negotiated spot pricing — often best for 6–14 pallets.
6–14 palletsTime-critical freight at premium rates. Sprinter vans, straight trucks, or team-driver tractor-trailers.
Premium rateI keep up with the rules that move rates so you don't have to. Two things every carrier should know right now:
Federal rule 49 CFR §371.3 gives you the right to review a broker's transaction records. It doesn't say the broker must send you a copy, and many broker contracts include a waiver clause that gives that right up. As of this writing (October 2026), an FMCSA broker-transparency proposal, which carrier groups like OOIDA pushed for, was sent to the White House (OIRA) for final review in late August. The text isn't public yet, so I can't tell you what's in it. FMCSA's earlier 2024 proposal would have:
Where it lands could affect your rate, so I keep watching it. Not legal advice. Source: FreightWaves, Aug. 29, 2026
Broker margins vary by load, broker, and market. This is an illustration, not an average or a quote.
My fee comes out of your side — so my only job is making your side bigger.
If you factor, the factoring company’s fee also comes out of your side. Add it in the calculator below.
Type your own numbers and see where every dollar goes. The calculator runs in your browser: nothing you type is saved, sent or logged. The sample numbers are labeled Example.
Gross is the rate offered: the total for the load, or the per-mile rate × loaded miles. If a fee box is empty, the math uses 0 for it. The factoring fee never reduces the dispatch fee.
An estimate, not a quote, not a guarantee, not advice.
Short videos on the things carriers get burned by: what brokers can hide, what to ask any dispatcher, and the clause to check before you sign.
Videos are narrated with an AI voice. Not legal advice. Agreements vary, so ask a transportation attorney about a specific dispute.
Wherever your truck runs, I run with it. I dispatch across the entire continental U.S. — every region, every major lane — so you're never limited to one corner of the map.
Home base is Massachusetts, so the Northeast is where I started — but I book loads coast to coast and keep you loaded back instead of deadheading home. If it's in the lower 48, I can dispatch it.
Regional, OTR, or dedicated lanes — dry van, reefer, flatbed, and expedited, in every state but Alaska and Hawaii.
I don't post one-size-fits-all RPM promises — any dispatcher who does is guessing. Real rates move by lane, equipment, season, and market. I quote you the actual all-in number per load before you commit, push for the top of the band, and cut deadhead to lift your true RPM — not just the line on the rate con.
Simple onboarding. No packet marathon before you see what I can do.
Tell me your truck, your lanes, and your home time. We see if it's a fit.
Quick carrier packet, month-to-month. You keep your authority.
I book, negotiate, and send the rate con. You confirm and roll.
I handle invoicing and chase detention. You keep the wheels turning.
10 minutes. 8 steps. Use it on any dispatcher, broker, carrier or factoring company, including us.
What to check: Ask for the legal company name, USDOT number and MC number.
Where: Ask them directly.
Good looks like: Given freely.
Red flag: They refuse, or there are no numbers.
What to check: Search the USDOT number. Check that name, phone and address match, the status is active, and there is no out-of-service order.
Where: safer.fmcsa.dot.gov
Good looks like: Name, phone and address match, the status is active, and there is no out-of-service order.
Red flag: Details that don’t match, an inactive status, or an out-of-service order.
Note: MOTUS is where carriers log in to manage their own registration, so it is not a lookup tool.
What to check: A carrier needs carrier authority and a broker needs broker authority. Read the authority history for revocations or suspensions.
Where: FMCSA Licensing & Insurance (L&I): li-public.fmcsa.dot.gov
Good looks like: The authority matches what they do, with no revocations or suspensions.
Red flag: Selling brokerage with no broker authority.
What to check: Check that liability insurance is on file and ask to see a cargo insurance certificate. Brokers must have a surety bond or trust fund on file. Check the dates.
Where: L&I: li-public.fmcsa.dot.gov
Good looks like: Insurance (and the bond or trust fund, for a broker) on file, with current dates.
Red flag: A policy cancelled and replaced in the same week.
What to check: Read inspections, the out-of-service rate against the national average, and 24-month crashes. Also review FMCSA SMS scores.
Where: SAFER: safer.fmcsa.dot.gov. SMS: ai.fmcsa.dot.gov/sms
Good looks like: No steady pattern of problems.
Red flag: A steady pattern, not one bad day.
What to check: Search the company name with “complaint,” “scam” and “review.” Confirm the business is active in the state registry. Call the phone number.
Where: A web search, the state business registry, and the phone.
Good looks like: A real person answers and there is a real address.
Red flag: No answer, no real address, or no active registration.
What to check: Get the fee in writing. Ask whose authority you run under, what happens if it is suspended, how to cancel, and who pays you and when.
Where: In the agreement itself.
Good looks like: Every answer is clear.
Red flag: Any answer that is unclear. If any answer is unclear, wait.
What to check: A broker’s credit rating and days to pay, before you haul. Vet the factoring company too, because FMCSA does not license them: recourse or non-recourse, every fee in writing, contract length and how to exit, complaints and active business.
Where: A factoring company or load-board credit tool.
Good looks like: Every fee, the contract length and the way out are in writing.
Red flag: Hidden fees or a long lock-in.
Scores come from private services and can differ.
Any one = stop and check again.
General information only, not legal advice. Rules and amounts change, so confirm current requirements with FMCSA. Credit scores come from private services and can differ.
My fee is 5%–10% of the linehaul on loads I book for you. Your exact percentage is agreed in writing before your first load. No load, no fee. There are no sign-up fees and no monthly minimums.
No. I'm an independent dispatcher who works for the carrier. I hold no broker authority, I don't arrange freight for shippers, and I never hand your load to another carrier. This is general information, not legal advice.
No. The broker or your factoring company pays you. I handle invoicing and chase what's owed, but I never hold your freight payment.
Yes. You keep your MC/DOT authority, your insurance, and control of your business. Service is month-to-month with no exclusivity.
Sprinter and cargo vans, box trucks, straight trucks, dry vans, reefers, flatbeds, and step decks.
Call or text any time. New carriers hear back from me within 3 hours.
No, and be careful with anyone who does. Rates move by lane, equipment, season, and market. I quote you the actual all-in number per load before you commit.
Carriers and owner-operators only. I don't work for shippers or brokers.
Tell me your equipment and home lanes. I'll show you what those lanes pay and what a fair floor looks like — free, no obligation. Call or text any time; I reply within 3 hours.
