A US-based dispatch desk built for trucking companies running fleets. We have offices, connections, and a lot of freight moving through our rigging and project network. Your trucks get covered with it, and our desk runs the rates, the paperwork, and the back office so your team can run the fleet.
Quick answer: A truck dispatch service finds and books freight for a trucking company, negotiates rates, and handles the paperwork between the carrier, shippers, and brokers, for dry van, reefer, flatbed, step deck, and conestoga fleets alike. Badass Logistics dispatches only trucking companies running four or more power units — never single-truck owner-operators. Your trucks get covered with freight from our rigging and project network plus loads our desk sources, you keep your own authority, and you approve every load before it moves.
Plenty of dispatch services will take anybody with a truck and an MC number. We don't. Our desk is built around fleets of four power units and up, because that's where dispatch actually works as a system: lanes can be planned across trucks, reloads can be lined up before a truck empties, and the freight coming out of our own projects has somewhere reliable to go.
Here's the part most dispatch services can't offer. Badass Logistics is a rigging and project freight company first. We have offices, relationships with shippers and manufacturers, and freight moving through our network every week — machines between plants, crated equipment to job sites, dedicated lanes that run for months. When your trucks are on our desk, that freight is available to cover them, alongside loads we source from direct shippers, brokers we've vetted, and the boards.
You keep your own authority, your own insurance, and your own drivers. You approve every load before it's booked. No forced dispatch, no pressure to run a lane that doesn't work for your equipment or your drivers' home time.
Loads from our project network, direct shippers, vetted brokers, and the boards — matched to equipment and lanes.
Next loads lined up across the fleet to cut deadhead and keep trucks turning.
Every load negotiated against the lane, the equipment, and what the freight actually takes.
Broker and shipper setup, rate confirmations reviewed, terms checked before you commit.
Tracking updates, detention, layover, and TONU pursued with timestamps, not memory.
BOLs and PODs collected, invoice packets built, and factoring submissions sent.
We're a good fit if you run a trucking company with at least four trucks under your own authority, your drivers are employees or leased to your company, and you want more of your freight coming from steady sources instead of the board every afternoon.
Where we're a weaker fit: drivers leased onto another carrier who want their own dispatcher, and anyone looking for someone to push trucks onto whatever pays the highest number today with no plan for tomorrow. If you're running one or two trucks now and building toward a fleet, tell us where you're headed and we'll tell you straight whether the timing works.
Dispatching for trucking companies isn't one job, it's several running at once across every truck on the desk. Here's what a day looks like when it's working:
Every morning starts with knowing exactly where each truck sits: which ones are empty, which ones will be by end of day, and which ones are already booked into tomorrow. That picture is what turns load sourcing into planning instead of scrambling.
Freight gets pulled from our own rigging and project network first, then direct shippers and vetted brokers, then the boards if a truck still needs covering. Every rate gets negotiated against the lane's history, the deadhead on either end, and what the freight actually requires — a flatbed load needing tarps and straps isn't priced the same way a dry van load is.
A dispatcher who only talks to a driver at pickup and delivery isn't doing the job. Ours stay in contact through the run — appointment changes, detour warnings, a heads-up when a receiver is running behind — so a driver isn't finding out about a problem from the shipper before dispatch tells them.
A single booked load is a transaction. A lane is a plan: the same truck running the same corridor on a repeatable cycle because the freight on both ends is reliable. Our dedicated lanes come out of exactly this — project freight that runs often enough to build a lane around, handed to a fleet on our desk instead of re-sourced from scratch every week.
Finding the load is maybe a third of dispatch. The rest is paperwork and follow-through — and on a fleet, that work multiplies by every truck. Our desk takes it on:
Certificates of insurance, W-9s, authority letters, and carrier packets kept current and sent out for new broker and shipper setups, so a good load isn't lost to a missing form.
Check calls, tracking updates, and appointment changes handled with the receiver and the customer. When a truck sits at a dock, detention and layover are documented as they happen and pursued afterward. See how dispatchers and brokers differ in our guide to dispatcher vs freight broker.
Signed BOLs and PODs collected, invoice packets assembled, and submissions sent to your factoring company or directly to the customer — so cash doesn't stall because a document is still in a driver's cab. Fee structures differ by provider; our guide to how truck dispatchers get paid walks through the common models before you sign with anyone.
Loads are planned around each driver's available hours and home-time commitments. A load that looks great but blows up a driver's weekend isn't a good load for your fleet.
A dry van dispatcher and a flatbed dispatcher aren't doing the same job. Flatbed, step deck, and conestoga freight brings trailer questions the desk has to plan around before a load ever gets booked.
Deck height, tarping, and securement change which loads a truck can even take, and pricing them wrong eats the margin. If you're deciding what to add to the fleet or want your drivers thinking about it the same way dispatch does, our guides on step deck vs drop deck trailers and loading and securing a conestoga trailer cover it, and the trailer selector tool matches a load's dimensions to the trailer type before you commit a truck to it.
Dispatch runs the loads, the rates, and the paperwork. It doesn't run your company. Hiring and managing drivers, maintaining the trucks, your safety and compliance program, and any direct customer accounts you already have all stay yours — the desk plugs into that, it doesn't replace it.
Ask exactly this: do you keep your own authority and insurance, do you approve every load or is it forced dispatch, where does the freight actually come from versus just the boards, how often will you hear from your dispatcher during a run, and how are detention, TONU, and claims handled when something goes wrong. A dispatch service that can't answer those plainly on the first call isn't one to hand a fleet to.
A van dispatcher and a flatbed dispatcher are not doing the same job. Pick the equipment your fleet runs — each desk covers the freight it targets, what we do differently with it, and what moves the rate. See all ten → By fleet size: 4–10 trucks, 10–25 trucks, 25+ trucks, and the after-hours desk.
Van fleets running appointment freight — lane density, drop-and-hook programs, and detention billed as it happens.
Dry Van Dispatch →Temperature-controlled fleets — set points on the rate con, download-backed claims defence, and seasonal lane planning.
Reefer Dispatch →Open-deck fleets — tarp pay negotiated up front, mill and yard queue time priced in, securement planned before booking.
Flatbed Dispatch →Drop-deck fleets — freight that needs the lower deck to stay legal height, booked as ordinary freight.
Step Deck Dispatch →Rolling-tarp fleets — freight that has to stay dry and cannot go in a van, without an hour of tarping at each end.
Conestoga Dispatch →Well-deck fleets running legal-weight, legal-dimension freight. Permitted oversize work is not something this desk books.
RGN & Lowboy Dispatch →Tractor-only fleets pulling shipper and 3PL trailer pools — interchange terms and trailer condition handled up front.
Power Only Dispatch →Class 3–5 gooseneck fleets on expedited freight — where the weight ceiling helps you and where it costs you.
Hotshot Dispatch →Auto transport fleets — per-unit economics, auction windows, and the damage inspection that decides every claim.
Car Hauler Dispatch →Partial truckload fleets — linear feet, co-loading two or three partials into one truck, and reclass exposure.
LTL & Partial Dispatch →Tell us your fleet, your equipment, and your lanes. We'll set up a call and get your trucks covered.
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