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.
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.
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.
Freight doesn't stop at 5. Neither do I — text or call day, night, or weekend.
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 already gives you the right to see a broker's transaction records — but brokers routinely bury waiver clauses that force you to give that right up. The FMCSA broker-transparency proposal, pushed by OOIDA, has cleared the agency and gone to the White House (OMB) for review. Past drafts aimed to:
Where it lands affects your rate. I watch it so I can push the right brokers and steer you clear of the ones playing games.
Broker margin runs ~12–18% of gross. Here's a typical split — and why one honest layer beats three hidden ones.
My fee comes out of your side — so my only job is making your side bigger.
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.
Call or text anytime — day, night, or weekend. If your truck's sitting empty, I want to hear about it.
