Scale the fleet without the chaos.
Growth is where it gets hard: empty seats, a dispatch desk that cannot keep up, margin leaking between vendors who have never spoken to each other, and driver files nobody is watching. We run all four as one team — drivers in, trucks loaded profitably, cost per mile under control, paperwork current — and you can start with whichever one hurts most.
What worked at three trucks breaks at fifteen.
Not because anything was done wrong. Because the number of things that have to happen every week grew faster than the number of people to do them.
More trucks mean more recruiting, more dispatch decisions per day, more compliance surface, and more places for margin to disappear quietly. The office that ran three units on a whiteboard and a phone is now the constraint on the whole operation.
Hiring the real answer — a recruiter, a dispatch desk and an operations manager — is a payroll decision most fleets cannot make at this size. So the work gets split across an agency, a dispatch service and whoever has time, none of whom talk to each other, and the fleet pays for the gaps in drivers, in loads, and in money.
Four services. Each one feeds the next.
This is the whole argument for buying all of it from one team rather than assembling it. Start on any rung — the order below is how the wins compound, not a package you have to buy at once.
Fill
Marketing & Lead GenerationExclusive CDL leads screened on arrival and worked in minutes, provisioned straight into your ATS. Sized for a fleet hiring one to three drivers a month — the tier the large recruiting agencies will not touch.
A filled seat is a truck that can be planned.
Load
Managed DispatchRate negotiation backed by live market data, lane-density planning across the whole fleet, detention documented and pursued, and a 24/7 desk. No contracts, no forced dispatch.
A booked lane is a real number to measure.
Optimize
Fleet Operations ConsultingA monthly review built on your own settlements — cost per mile, deadhead, detention recovery, factoring drag — and what to change first. Your numbers, not industry averages.
A tighter number is a number the next hire can be planned against.
Each rung produces the number the next one is measured against. That is why these are one engagement and not three invoices.
One week on the desk,
charted as it runs
A rate confirmation shows you the number and none of the work behind it. Here are four weeks on the desk with that work left in: every hour it spent, and which of those hours paid.
Load 4412 — the broker opened at $2,140. Three counters over eighteen minutes booked it at $2,400. Nothing about the load itself changed in between.
One team, four things off your desk.
Empty Seats Filled
Exclusive driver campaigns under your brand, screened against your rules — your equipment, your lanes, your home time — and synced into the ATS you already run.
Trucks Loaded Profitably
US-based dispatchers planning denser lanes across every unit, measured on what each load actually paid rather than on how many got booked.
Cost Per Mile Under Control
An outside, data-driven read on fuel, insurance, maintenance and overhead as you add trucks — from a named list of nine operational disciplines, not a generic audit.
Compliance That Keeps Up
DOT and FMCSA files, driver safety training and audit-ready record keeping, tracked as the fleet grows — so the thing that slips is not the thing that grounds a truck.
How the safety desk runs it →An empty seat is not idle. It is a truck losing money.
A parked truck still carries its payment, its insurance and its plates. Put your own figures in and see what the seat costs you per week — free, no signup, nothing sent anywhere.
/ What the gap costs /
Your open seats, per day
$299$2,090 a week in lost contribution
One full turn
$18,450
The wait costs more than the hire. Time-to-fill is the lever, not recruiting spend.
- Contribution per seat
- $2,090 /wk
- Turns per year
- 4.4
- Turnover, annual
- $81,180
- …as % of fleet revenue
- 3.5%
One day faster is worth
$1,314/ year
Cut one day off your time-to-fill across every seat you turn this year. If that beats what faster hiring costs you, it pays for itself.
Nothing here is sent anywhere — it runs in your browser.
Small fleets, answered.
No, and most fleets do not start that way. Pick the one that hurts most — empty seats, rates below your number, or costs you cannot see — and add the others when your own numbers say so. Setup is free at every step and there is no contract at any of them.
The handoffs stop being email. Today your recruiter does not know a truck has been sitting for nine days and your dispatch service has no reason to care that a driver quit — both can be doing their own job correctly while the fleet loses money between them. One team means the seat, the load and the cost per mile are the same conversation.
Dispatch is performance-based — a percentage of the loads we book, nothing when a truck sits. The other two are scoped in the setup conversation, because what they cost depends on how many trucks and lanes you are running. You get real numbers before you commit to anything; we do not publish a rate card.
No. It is where this page is aimed, because it is the size at which the office becomes the constraint. Larger fleets get the same four services and preferred pricing on dispatch — the difference is how much of the work is already in-house.
Dry van, reefer, flatbed and step deck (including extendables and over-dimensional, permits handled), lowboy, RGN and Conestoga — staffed by trailer type rather than by shift, so the person on your load knows the equipment.
Stop hauling at the floor.
A desk that works your trucks around the clock: rates argued against live market data, lanes planned for density, detention chased. No contracts, no forced dispatch, and you pay only when you haul.
Selected: Dispatch. We start booking loads at your number, not the floor.
Prefer to talk? Call (464) 266-4411 — real dispatchers, 24/7.
Two Minutes Now.We Take It From Here.
Step 1 of 2 — Your operation