FIND THE FREIGHT.
RUN THE FREIGHT.
KEEP THE MARGIN.

A managed growth layer for owner-operators and growing fleets. Three services run as one team: freight marketing, managed dispatch — our flagship — and fleet operations consulting. Fraud defense comes from Cyberyn, our independent security partner. You get the back office, sales engine, and risk shield of a big carrier without hiring three or four people.

Because the hand-offs are where fleets bleed. A marketing agency's job ends at the lead, a dispatcher's starts at the load — nobody owns the middle, and nobody owns whether the month ended profitable. Running marketing, dispatch, and fleet ops as one team puts one owner on that whole chain, measured on one number: profit per truck.

Six anonymized engagements are published at /case-studies. Each shows the fleet's booked rate against the DAT national average for its equipment type, deadhead against the ATRI average, and what detention and TONU recovery added — before and after. Several ran more than dispatch, and the study names which services were on the account.

No. Most carriers start with dispatch — setup is free and there's no contract — then add the rest when their own numbers call for it: freight marketing when you need more of your own freight, fleet ops consulting when the cost side needs work. Nothing is bundled, and nothing locks you in.

Dispatch is performance-based: a single-digit percentage of gross on the loads we book. Nothing upfront, no contracts, no charge when your truck sits, and setup is free. Your exact number depends on equipment and fleet size, and you get it during setup. Marketing and fleet ops consulting are scoped and quoted separately — no lock-in on either.

One monthly number per truck — net profit — with the drivers underneath it: revenue per mile, cost per mile, deadhead %, seats filled, detention recovered, and fraud exposure. It exists so you can judge us on outcomes instead of comparing fee percentages.

Setup is 24–48 hours — carrier packet, authority docs, broker setups. Running properly takes about a week: the first loads book, we learn your lanes, your equipment and the rate you will not go under, and the plan settles around them. You approve every load the whole time, so nothing moves before you say so.

A dedicated night desk — not a rotation, not an answering service taking a message for the morning. Breakdowns, detention running past free time, a shipper that will not load, a reload that has to be re-covered before Monday: worked that night, by a dispatcher who can actually book. Call centres take the message; the difference shows up in the next morning's appointments.

Eighty-six trucks across six published fleets are on the desk today, the largest of them twenty. Accounts run in pods with a named lead, so a bigger fleet gets its own pod rather than a stretched dispatcher — which is also why nobody's freight is worked by whoever happened to pick up. If you are adding trucks faster than that, say so during setup and we will tell you straight whether we can carry it.

Nothing of yours is ours to keep. Every broker setup is under your authority and your MC — those relationships were always yours and they stay yours. Loads already booked get delivered, invoiced and collected, and the last load is the last load. No notice period, no wind-down fee, and you leave with the rate history we built together.

It replaces the load board as your only source of freight. Shipper and broker outreach, the site and content that make a carrier look like one worth calling, and the market data that says which lanes and which shippers to aim at. The point is direct freight you booked because someone knows your name — not because you refreshed a board faster than the next carrier.

It works the cost side, which dispatch cannot reach. True cost per mile per truck, maintenance and fuel programs, utilization, insurance and compliance exposure, and the arithmetic on whether the next truck actually pays. Carriers usually come to it after dispatch has lifted the revenue line and the profit line has not moved as far as it should.

Two answers, and neither is modesty. First, when you need the truck moving more than you need the rate — some weeks we book two loads and turn down nine, and if a truck sitting on Thursday costs you more sleep than thirty cents a mile under does, there are desks that will fill your calendar and we are not one. Second, when the problem is the cost side rather than the revenue side. If you're parked on maintenance, insurance is climbing, or the next truck doesn't pencil, dispatch is the wrong tool — that's fleet ops consulting, and we would rather scope that than take a percentage of loads you can't run.

Yes — dispatch and the free calculators are built for owner-operators first, and getting set up costs nothing. The rest of the stack matters most as you add trucks: freight marketing when you want your own shipper relationships instead of the board, fleet ops consulting when the numbers wobble.