Anybody can find one good load.
Every dispatch service on the internet will show you a screenshot of a $6-a-mile run. We could too — we've booked loads at $9,500.
One great load doesn't pay a truck note. Fifty-two consistent weeks do.
Rate-per-mile on a single load is the easiest number in this industry to cherry-pick. We're not selling you a lucky load — we're selling you a consistent year.
We don't send trucks one direction and hope.
Anyone can book you a load to Texas. The question that decides whether you made money is what you're hauling back.
That's not luck and it isn't a load board. We pick the destination market for what comes out of it — not just for what pays to get in. On dry van, the regional turns run even tighter:
Let's get the uncomfortable part out of the way.
We use the same load boards you can use. DAT, Truckstop, the same broker lists. We're not going to pretend we have secret freight nobody else can see. Anyone who tells you that is selling you something.
The load posted at $2.10 goes for $2.45 if someone's willing to have that conversation four times. You can't do that in a truck.
A great rate into a market with nothing coming out isn't a great rate. It's a two-day sit.
Fourteen years, three freight cycles. When a load pencils to a loss after fuel, deadhead, and a 45-day pay term, we say so — even though we only get paid when you do.
Reefer and dry van. That's it.
No flatbed. No hotshot. No power only. A dispatcher covering six equipment types is guessing on five of them. We know two markets deeply enough to argue with a broker about a rate — and win.
Booking the load is the easy part.
Most of what actually costs you money happens after the truck is unloaded. We handle it.
We prepare and submit your invoices with the BOL, rate con, and every accessorial the day you deliver. The broker pays you directly — we never touch the money.
Every rate con, BOL, POD, and invoice filed and retrievable. When a broker disputes a load nine months later, you have it in two minutes.
A broker short-pays and calls it a “detention adjustment.” Most owner-operators eat it. We chase it, in writing, with the documentation.
Detention, layover, TONU, lumper — papered from hour one. You keep 100% of everything we recover.
We'll tell you what coverage you actually need — not what an agent wants to sell you — and connect you with people we've worked with for years.
We have carriers who've been with us long enough to build something.
Carrier C's first month with us: one truck, five loads, $8,275, average load $1,655. Today: four trucks, average load $3,495.
Plus 22 more carriers, active and former, across three years.
If you run the Ohio corridor, you're not a new market to us. You're our home lane.
The I-70 and I-71 lanes are where the bulk of our 9,561 loads live. We know what the Missouri backhaul pays on a Tuesday in July. We know which brokers on this corridor pay in 21 days and which will tell you 30 and mean 50. That isn't on a load board. It took fourteen years.
QNC DispatchReefer & dry van dispatch for owner-operators and small fleets. We don't find loads — we defend margins.
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