$4.00 a mile.Or we keep dialing.
Rigside Dispatch works the phone so you can work the truck. We watch the boards, call the brokers and hold out for the number — all under your own operating authority. The broker pays you directly. Nothing of yours ever passes through our hands.
168 empty miles and the broker would not move past $2,050. That is $1.75 all-in — three days of your week for less than the truck costs to run.
Four dollars a mile, all-in — or the load stays on the board.
A floor is a minimum, not a target. Six real lanes below, shortest run first — and the rate per mile falls as the miles rise. That is why we build your week out of short runs.
Six lanes on one scale of dollars per mile, all-in, shortest run first. Each row gives the miles, then the rate the board posted and the rate the call booked. The last lane never reached the floor and was declined.
- Houston, TX → Beaumont, TXFlatbed97 mi5.36→6.44
- Shreveport, LA → Dallas, TXFlatbed212 mi4.43→5.35
- Beaumont, TX → Shreveport, LAStep deck250 mi4.08→5.00
- Laredo, TX → Houston, TXProduce reefer342 mi3.48→4.33
- Dallas, TX → Laredo, TXReefer454 mi3.39→4.06
- Joliet, IL → Denver, CODry van1,170 mi1.58→1.75
168 empty miles, and the broker would not pass $2,050 — three days of your week, under the line.
- Posted on the board
- Booked on the call
- Under the line — declined
Scale $1.25 – $6.75 per mile, all-in — the rate over loaded PLUS empty miles.
Your first five loads. You pay us nothing.
Not a discount, and not a trial that bills you at the end. Five booked loads — the calls, the setup packets, every rate confirmation — and no invoice behind them.
The 5 loads of the example week, each with the rate it booked and the rate per mile over loaded plus empty miles. None of the five carries an invoice from us.
- Laredo → Houston$1,480No invoice
- Houston → Beaumont$625No invoice
- Beaumont → Shreveport$1,250No invoice
- Shreveport → Dallas$1,135No invoice
- Dallas → Laredo$1,845No invoice
- Load sixThe terms you already agreed, in writing, before we called anybody
What exactly is free?
Our dispatch invoice on those five: there is none. Everything else is unchanged — the broker pays you, and your fuel, tolls and lumper receipts are yours as in any week.
What happens after the fifth?
Load six is an ordinary load on the terms we settled with you in writing on day one. Nothing starts charging by itself, because you already know the number.
Is there a clock on it?
No. The five run out when you have run five, whether that takes a week or two months. We are not going to expire an offer you are still driving toward.
What do I have to cancel?
Nothing. No card is taken, there is no term and no notice period. Stop after the fifth and you owe us nothing — and you keep every broker setup we filed in your name.
One offer per operating authority, for carriers who have not dispatched with us before. You need an active MC and DOT in your own name and your own insurance — the same thing any broker asks for before your first load.
20 minutes from you. 41 hours to a loaded truck.
Twenty minutes of your time on day one; the rest of it is ours. We fill out the packets, chase the countersignatures and work the phone. 41 hours is that run with nothing sitting in a broker’s queue — and the one place it does sit is marked on the rail below.
You send four things
- MC & DOT
- W-9
- Certificate of insurance
- Signed dispatch agreement
That is everything we need to act for you — and it is where what we charge gets agreed in writing, before we call anybody.
We do the typing
- Setup packets
- Certificate requests
- Notice of assignment
- Your software account
Packets filled out and submitted, certificates requested from your agent, assignment filed with your factor if you use one.
We work the phone
- Your lanes
- Your equipment
- Your home time
- The $4.00 floor
We watch the boards and counter with a reason attached rather than a wish. Under $4.00 all-in, we keep dialing.
You say go
- Both rates
- The empty miles
- The broker's rate confirmation
Nothing books until you approve it. Then you drive and the broker pays you — and the first five carry no invoice from us.
Where it stalls
Some brokers countersign the same afternoon. Some sit on a packet for a week — that queue is theirs, and chasing it is ours. You are not waiting on all of them either: the first one that clears can put a load on your truck.
That 41 hours is the run with nothing sitting. When something sits, you hear which one from us before you have to ask.
Every form, and who fills it outFive screens from a working week
Not a feature list. The call, the paperwork, the settlement, the software we hand you and the setup — drawn at the size a phone can read, with the numbers left in.
The rate gets made on the phone, not on the board
A posted number is an opening number. We call it, name the empty miles, the weight and your service record on that receiver, and counter with a reason attached. Then you see both figures — what the board asked for, and what the call booked.
What we invoice moves with the rate. There is no version of that call where the number stays low and we still do fine.
You get the broker's paper, not our summary of it
The oldest complaint in this trade is the net rate: you are told what you get, never what the broker paid. Every load we book arrives with the broker’s own rate confirmation — their MC number, their signature, their figures. Detention, lumper and layover are itemised on it, because that itemisation is what you need to chase them later.
The broker pays you. Our invoice goes the other way.
We hold no pass-through account, we do not factor your invoices, and we never take a broker payment on your behalf. Money moves from the broker to you. Our bill moves from us to you, separately, after the load delivers — and nothing is ever subtracted from the figure printed on your rate confirmation. Walk away on a Friday and nothing of yours is sitting on our side of the table.
No pass-through account. No factoring. No holding period. Nothing of yours ever sits on our side of the table.
Five brokers paid the carrier $6,500. All of it. Our invoice travels the other way — a separate bill, on terms agreed with him in writing before we called anybody. Nothing here is deducted, and no broker payment ever lands in our account.
Your own software. Included — not a tier, not a trial.
Most of this trade sends rate confirmations over WhatsApp and settlements as a spreadsheet attachment, and a driver who wants to know where a load stands has to ask somebody. You get an account in ours instead: your loads, the brokers and contacts on them, every document we filed for you and every invoice, in one place you can open whenever you want. There is no upgrade to buy, because there is no paid version — every carrier we dispatch has it.
No phone app. It runs in a browser today, and we would rather say so than draw you one.
- Dashboard
- Loads
- Carriers
- Documents
- Invoices
- Reports
Fifteen forms. You sign two of them.
Broker setup packets are the reason drivers put off signing with anybody. We fill them out, request the certificates, file the notice of assignment and follow up when a broker sits on one for a week. Your authority, your insurance and your broker relationships stay in your name — we do the typing and the chasing.
Every packet goes in under your name and your authority — including the week you decide to leave.
The four questions every owner-operator asks
They are the right questions, and most of this trade answers them with a smile. Here are ours, with the part we will not do written underneath each one.
We never sit between you and your money.
The complaint behind this question is a fair one: a service on a flat handling charge has nothing riding on whether your load pays $1,190 or $1,480. What we invoice is a share of what the load actually pays, so the call that moves the rate moves us with it — and the payment itself never runs through our hands.
- We don't take a broker payment on your behalf
- We don't factor your invoices
- We don't quote you a net rate
One named dispatcher, reachable in your hours.
This question gets asked because plenty of operations rent a phone number, work twelve time zones out, and go quiet the moment a claim appears. You get one person, the same one every week, whose name you know and whose hours match the ones your clock runs in.
- We don't rotate you through a shared queue
- We don't hide behind a general inbox
- We don't go silent when a load goes sideways
Week to week. Leave by text.
No term, no minimum number of loads, no cancellation fee, and no clause that pays us on loads you found yourself. The agreement exists so a broker knows we may speak for you on a load — not to keep you. Tell us on a Tuesday and Tuesday is the last one.
- We don't lock you into a term
- We don't charge you to leave
- We don't take a cut of loads you booked yourself
A number you agree to in writing, before the first call.
There is no figure printed on this page, and that is deliberate — it is not the same for a flatbed running Texas regional as it is for a reefer running coast to coast, so we work it out with you. What is fixed is how it reaches you: agreed in writing before we call a single broker, invoiced separately after a load delivers, and never taken off the rate on your confirmation. Your first five loads carry no invoice at all.
- We don't quote you a net rate
- We don't deduct anything from your payout
- We don't bill you while the truck is parked
What we do
- Work as your agent, under your authority
- Call, negotiate and paper your loads
- Get paid by you, on terms you agreed in writing
- Go on your setup packets as your dispatcher
What we never do
- Hold operating authority of our own
- Own a truck or a trailer
- Receive the payment for your load
- Book anything without your yes
Agreed with you in writing, before we call anybody
There are no plans here, and no subscription underneath them. One arrangement, settled with you on day one — and the first five loads are outside it entirely.
A share of the load, never a flat charge
What we invoice moves with the rate we get you. That is the whole alignment argument, and it only works one way round: there is no version of a call where the rate stays low and we still do fine.
Agreed before we call anybody
You have the number in writing on day one, and it does not change unless you agree to a new one. No first invoice that has to explain itself afterwards.
Only on loads we book
Loads you found yourself stay entirely yours. A week at home or a truck in the shop costs nothing, because there is no subscription running underneath it.
- A setup fee
- A monthly subscription
- Anything for the software
- A term or cancellation fee
- Anything deducted from your rate confirmation
- A cut of loads you booked yourself
Why there is no figure on this page: it would not be the same one for a flatbed running Texas regional and a reefer running coast to coast, and a number that has to be true for both is wrong for one of you. Send your MC number and your lanes and you will have ours in writing the same day — before you agree to anything, and before your five free loads start.
First five loads freeWe book your first five loads and invoice you nothing for them. No card, no term, nothing to cancel.Questions we get on the first call
Can you actually get $4.00 a mile?
On the freight we go after, yes — and on the short runs, well over it. Four dollars is the floor, not the average: the week drawn on this page runs from $4.06 on a 454-mile reefer up to $6.44 on a 97-mile flatbed, because the fixed cost of a load is spread over fewer miles. What we will not do is promise it on every load in every market. When a lane cannot get there we tell you and leave the truck where it is: that is the declined row on the board at the top of this page, and the reason is written on it.
What is the five-load offer, exactly?
We book your first five loads and send you no invoice for them. There is no card, no term and nothing to cancel; from load six the terms we agreed in writing on day one apply. The five have no expiry date — they run out when you have run five. One offer per operating authority, for carriers new to us.
Why is there no price on this page?
Because it is negotiated with each carrier. What a flatbed running Texas regional needs and what a reefer running coast to coast needs are different arrangements, and a single figure printed here would be wrong for one of them. You get yours in writing before we call the first broker, it arrives as a separate invoice after a load delivers, and nothing is ever subtracted from the rate on your confirmation.
Is the software really included?
Yes, and there is no paid version of it to upgrade to. Every carrier we dispatch gets an account: your loads, your carriers and contacts, your documents, your invoices and your reports. It runs in a browser today — there is no phone app yet.
Do I need my own authority?
Yes. You need an active MC and DOT number in your own name and your own insurance. We work under your authority as your agent and hold none of our own. Be aware that most brokers also want an authority to have been active for around 30 days before they will complete a setup.
Who does the broker pay?
You, or your factor if you use one — exactly as it would work if you had booked the load yourself. Our bill is a separate invoice from us to you after the load delivers. We never receive the payment for your load.
What if I do not like a load?
Say no. Nothing books without your approval and there is no penalty for turning something down. If the lane, the receiver or the rate is not worth it, that is the end of it.
Can I still book my own loads?
Yes, and we do not charge on them. We invoice only for loads we book for you. Plenty of our customers keep two or three direct customers of their own and use us for everything around them.
How fast can I start?
The paperwork usually takes a day. After that it depends on your lanes and equipment; the first load is often on the truck within a couple of days. We would rather leave you sitting one extra morning than put you under a cheap load to make a number look good.
Do you charge when I am home or the truck is down?
No. We are paid out of what actually books, so a week with no loads costs you nothing. That is the whole reason it is a share and not a subscription.
What paperwork do you actually handle?
Broker setup packets, certificate of insurance requests to your agent, notice of assignment to your factor, rate confirmations, and the follow-up when a broker sits on a packet for a week. Signing authority stays with you.
Do you chase detention and lumper reimbursement?
Yes. We document the times as they happen and go back to the broker for them. The part that really decides whether you get paid is getting detention terms onto the rate confirmation before you accept — so that is where we spend the effort.
How many trucks does one dispatcher cover?
Deliberately few. A dispatcher carrying twenty trucks takes whatever is posted, because there is no time left to call and argue. Keeping that number low is the difference between negotiating and clicking.
What happens if I want to stop?
Tell us. There is no term and no exit fee. The setup packets and broker contacts were filed in your name from the start, so they stay with you — you do not lose your book by leaving.
Five loads. No invoice. Then you decide.
Send us your MC number, your lanes and a copy of your insurance. We will tell you honestly what those lanes can carry — and if we do not think we can beat what you are booking yourself, we will say so instead of signing you.
Already dispatching with us? Sign in