The Complete Truck Dispatch Glossary

Additional fees beyond the base freight rate that cover special services or circumstances. Common accessorials include fuel surcharges, detention pay, layover pay, lumper fees, and TONU. Negotiating and collecting accessorials is a key part of a dispatcher's job.

A freight rate that includes all charges — base rate, fuel surcharge, and any accessorials — in a single quoted number. Brokers sometimes quote all-in rates to simplify negotiations.

Operating authority issued by the FMCSA (Federal Motor Carrier Safety Administration) that legally permits a carrier to haul freight for hire in interstate commerce. All owner operators must have active MC authority to work with freight brokers.

The average revenue earned per loaded mile across all loads within a given period. A key performance metric for owner operators. Calculated by dividing total gross revenue by total loaded miles.

A legally binding document issued by the shipper that serves three functions: a receipt of freight confirming the carrier picked up the cargo, a contract of carriage between shipper and carrier, and a document of title for the goods. Carriers must retain the signed BOL as proof of delivery.

A shipment where the shipper or consignee information is withheld from the carrier — usually because the broker wants to protect their customer relationship and prevent the carrier from going direct.

A licensed intermediary (freight broker) who connects shippers who need freight moved with carriers who have available capacity. Brokers earn a margin between what the shipper pays and what the carrier receives. Dispatchers negotiate with brokers on behalf of carriers.

A set of documents required by freight brokers before they will work with a carrier. Typically includes: MC authority, USDOT number, W-9, certificate of insurance (COI), and a signed carrier agreement. Dispatchers manage carrier packets on behalf of their carriers.

A contract between a freight broker and a carrier outlining the terms of their business relationship — payment terms, insurance requirements, dispute resolution, and liability. Dispatchers review carrier agreements before their carriers sign.

A document issued by a carrier's insurance provider proving that the carrier maintains the required levels of commercial auto liability and cargo insurance. Brokers require a current COI before tendering loads. Minimum liability for interstate carriers is $750,000.

A scheduled or requested phone or text check-in where the carrier provides the broker with a status update on load position, estimated arrival time, and any issues. Most brokers require check calls at pickup, departure, and delivery. Dispatchers handle all check calls on behalf of their carriers.

The party receiving the freight at the destination. The consignee signs the Bill of Lading at delivery, creating the proof of delivery.

A freight lane where a carrier has a committed, recurring agreement with a shipper or broker to haul freight at a predetermined rate over a fixed period. Contract lanes offer stability and rate predictability versus spot market loads.

One of the largest online freight marketplaces where brokers post available loads and carriers or dispatchers search for loads. DAT and Truckstop.com are the two most widely used load boards in the trucking industry.

Miles driven without a paying load — either repositioning to a pickup location or returning home after a delivery. Deadhead miles represent a direct cost to the carrier with zero revenue. A skilled dispatcher minimizes deadhead by planning return loads and efficient lane sequences.

A consistent freight lane where a carrier regularly hauls the same or similar loads between the same origin and destination for a specific shipper or broker. Dedicated lanes offer predictable revenue, consistent home time, and reduced time searching for loads.

Compensation paid to a carrier when a shipper (at pickup) or consignee (at delivery) detains the truck beyond the free time specified in the rate confirmation — typically 2 hours. Standard detention rates range from $50 to $100 per hour. Dispatchers are responsible for tracking detention time and filing claims with brokers.

The process of finding, booking, and coordinating loads for carriers. A dispatcher acts as the carrier's representative with freight brokers — negotiating rates, managing paperwork, tracking loads, and handling all communication so the driver can focus on driving.

A person or company hired by a carrier to manage the business side of their trucking operation. Responsibilities include searching load boards, negotiating rates with brokers, completing paperwork, handling check calls, and filing accessorial claims. Dispatchers typically charge 5–10% of gross load revenue.

The illegal or unauthorized practice of a broker or carrier re-brokering a load to another carrier without the original shipper's knowledge or consent. Double brokering is a serious compliance violation and a growing fraud issue in the trucking industry.

A freight operation where the driver drops off a loaded trailer at a facility and picks up a pre-loaded trailer — without waiting for live loading or unloading. Drop-and-hook loads reduce detention risk and increase carrier efficiency.

An enclosed, temperature-uncontrolled trailer — the most common trailer type in trucking. Typically 48 or 53 feet long. Dry van freight includes retail goods, consumer products, manufactured goods, and non-perishable food items.

A federally mandated electronic device that automatically records a driver's Hours of Service (HOS) data, replacing paper logbooks. Required for all commercial motor vehicles subject to HOS regulations under FMCSA rules.

Another term for deadhead miles — miles driven without revenue-generating cargo. Minimizing empty miles is a core objective of effective dispatching and lane planning.

A financial service where a carrier sells their unpaid freight invoices to a factoring company at a small discount in exchange for immediate payment — typically within 24 hours. Most brokers pay in 30–45 days, making factoring critical for cash flow management. Factoring fees typically range from 1.5% to 5% of the invoice value.

An open trailer with no sides or roof, used to haul oversized, heavy, or awkwardly shaped freight that cannot be enclosed — including steel, lumber, construction equipment, machinery, and building materials. Flatbed operators typically earn a premium over dry van due to specialized equipment and securement requirements.

Federal Motor Carrier Safety Administration — the federal agency responsible for regulating commercial motor vehicle safety in the United States. FMCSA issues operating authority (MC numbers), enforces HOS rules, oversees ELD compliance, and manages the CSA safety scoring system.

The amount of time a carrier is allowed at a shipper or receiver without incurring detention charges — typically 2 hours from the scheduled appointment time. After free time expires, the carrier is entitled to detention pay.

An additional charge added to the base freight rate to account for fluctuating diesel fuel costs. The fuel surcharge is typically expressed as cents per mile or a percentage of the linehaul rate and adjusts weekly based on the DOE national diesel index.

The total amount a carrier earns from a load before deducting expenses such as fuel, dispatch fees, insurance, and other operating costs. Dispatchers are typically paid a percentage of gross revenue.

Freight that is classified as hazardous under DOT regulations — including flammable liquids, explosives, corrosives, and radioactive materials. Carriers hauling hazmat must have special endorsements on their CDL and comply with additional FMCSA regulations.

FMCSA regulations governing how many hours a commercial driver can drive and be on duty in a given period. The primary HOS rules are: 11 hours of driving time in a 14-hour on-duty window, with a mandatory 10-hour off-duty rest period between shifts.

A freight corridor between a specific origin and destination — or between regions. For example, "Southeast to Midwest" or "Dallas to Atlanta." Carriers develop preferred lanes based on familiarity, home base, and consistent rate performance.

Compensation paid to a carrier when they are forced to wait at a shipper or receiver overnight or for an extended period that prevents them from accepting another load. Typically $150–$300 per day. Distinct from hourly detention pay.

Shipments that do not fill an entire trailer — typically less than 10,000 lbs or 12 linear feet. LTL loads are consolidated with other shipments to share trailer space. Common for box truck and sprinter van operators.

The base freight rate for transporting cargo from origin to destination, excluding additional charges like fuel surcharges and accessorials. Also called the base rate or spot rate.

A freight operation where the carrier arrives at the shipper and waits while the freight is loaded onto their trailer. Opposite of drop-and-hook. Live loads increase the risk of detention.

An online marketplace where freight brokers post available loads and carriers or dispatchers search for freight. The major load boards include DAT, Truckstop.com, and Convoy. Dispatchers use multiple load boards plus direct broker relationships to find loads.

A hired worker at a warehouse or distribution center who assists with loading or unloading freight. Many receivers require the use of lumpers and charge the carrier a fee — typically $50–$200. Carriers are entitled to lumper reimbursement and should always get a receipt.

The Motor Carrier number issued by the FMCSA that grants a carrier the legal authority to haul freight for hire in interstate commerce. Every professional owner operator must have an active MC number. Brokers verify MC status before tendering loads.

A carrier's gross revenue minus all operating expenses including fuel, dispatch fees, insurance, maintenance, and tolls. Net revenue — not gross — represents actual earnings.

A type of freight factoring where the factoring company assumes the credit risk if the broker or shipper fails to pay. Non-recourse factoring typically costs more than recourse factoring but protects the carrier from broker defaults.

A key financial metric for carriers calculated as: (Operating Expenses ÷ Operating Revenue) × 100. A lower OR indicates greater profitability. An OR below 90% is generally considered healthy for owner operators.

A truck driver who owns their own truck (and sometimes trailer) and operates independently — either under their own MC authority or leased to a carrier. Owner operators have full control over which loads they accept, their rates, and their lanes, but bear all business costs.

A load that does not fill the entire trailer — less than a full truckload (FTL) but typically larger than LTL. Partial loads may be combined with other freight to maximize trailer utilization.

Documentation confirming that freight was successfully delivered to the consignee. Typically a signed Bill of Lading or delivery receipt. Brokers require a POD before releasing final payment. Dispatchers manage POD collection and submission.

A broker payment option where the carrier receives payment faster than standard terms (often 2–3 business days vs. 30–45 days) in exchange for a small fee deducted from the load payment — typically 1.5–3%. An alternative to factoring.

A legally binding document issued by the freight broker that details: load number, commodity, pickup and delivery addresses and times, agreed rate, payment terms, and any special requirements. The rate confirmation must be signed by the carrier before the load begins. Dispatchers review every rate confirmation for accuracy before signing.

The revenue earned per loaded mile. Calculated by dividing the total load rate by the total number of loaded miles. Rate per mile is the primary metric carriers use to evaluate load profitability. Does not account for deadhead miles.

A type of factoring where the carrier retains the credit risk — if the broker or shipper fails to pay the invoice, the factoring company can charge back the advance to the carrier. Recourse factoring typically has lower fees than non-recourse factoring.

A temperature-controlled trailer equipped with a refrigeration unit, used to transport perishable goods such as produce, meat, dairy, pharmaceuticals, and frozen foods. Reefer operators typically earn a premium over dry van due to specialized equipment costs and additional operational responsibilities.

Total gross revenue divided by total miles driven — including both loaded and deadhead miles. More accurate than rate per mile for assessing true earning efficiency because it accounts for unpaid repositioning miles.

The company or individual sending freight — the origin party in a shipping transaction. Shippers contract with freight brokers or directly with carriers to move their goods.

The current market rate for a one-time load on the open freight market — as opposed to a negotiated contract rate. Spot rates fluctuate based on supply (available trucks) and demand (available freight) in a given lane and time period.

A flatbed variant with two deck levels — a higher front section and a lower rear section. The two-level design allows the trailer to haul freight taller than a standard flatbed can legally accommodate, up to approximately 10 feet.

Compensation paid to a carrier when a shipper cancels a load after the carrier has already been dispatched — typically after the truck is en route or at the shipper location. TONU rates are negotiated in advance and typically equal a percentage of the load rate. Dispatchers are responsible for filing TONU claims immediately when a shipper cancels.

An IRS tax form (Request for Taxpayer Identification Number and Certification) that carriers must provide to brokers before receiving payment. The W-9 provides the carrier's legal name, business name, and Taxpayer Identification Number (TIN or EIN). Required as part of every carrier packet.

A certified weight certificate from a truck scale showing the gross vehicle weight, tare weight, and net cargo weight. Required for loads where the carrier is paid by weight or where weight limits must be verified.