Truck dispatch for the Mountain West, planned around the passes

Passes, winter and long empty runs

Three things shape Mountain West dispatch more than anywhere else we cover.

The grades

A loaded truck climbing a long pass works the engine, transmission and cooling system hard, and a long descent puts the braking system to work. The engine brake carries much of that load on the way down. If yours is weak or the brakes are near their wear limit, a mountain run is the wrong place to find out. Our truck engine brake guide covers how the system works and the signs it needs attention.

Winter

From fall into spring, storms can close passes, trigger chain laws and turn a one day run into two. We build extra time into winter pickup and delivery windows, check the forecast and road sites before pitching a load, and avoid tight appointments over high passes when a storm is coming. If you do not run chains or prefer not to drive certain passes in winter, tell us and we plan around it.

The distances

Freight markets in the region can be hundreds of miles apart. Delivering into a small market can mean a long empty run to the next load. We check the reload side before you accept, so the empty miles are a choice you made with the numbers in front of you.

Truck checks before a mountain run

A few checks matter more here than on flat routes. Follow your OEM spec for intervals and limits; this is a reminder list, not a repair procedure.

• Brake adjustment and lining condition, since descents put the most heat into them.
• Engine brake operation on every setting you use.
• Coolant level and condition, belts and hoses, for the long climbs.
• Tire tread and pressure, with chains that fit your tire size.
• Wipers, washer fluid rated for cold, lights and defrost.

How a load gets planned here

The process is the same as everywhere else we dispatch, with the mountains added to the trip math. We search the boards and call our broker contacts for your lanes and equipment. Before a load reaches you, we check the route, the season, the timing and the reload side. Then we negotiate the rate and accessorials and bring you the final numbers.

You say yes, counter or no. On a yes, the broker sends the rate confirmation directly to you to sign. While the load moves, we watch the road sites along the route and start lining up the next load out of the delivery market.

When a pass closes on a load

Closures happen even with good planning. When one hits, call us. We contact the broker about the delay, work on a new appointment with the receiver, and look at whether an alternate route is worth it. We make no promises about saving every appointment, but you will not be making those calls alone while you sit at a chain-up area.

Freight that moves in the region

The region carries a wide mix of freight, and which loads fit depends on your equipment. Construction and building materials move on flatbeds, step decks and dump trucks as cities grow. Reefers carry food and produce in and out of distribution centers. Dry vans and box trucks run retail and general freight between the larger metros. Energy and mining work brings oversize and heavy haul loads to more remote areas, and car haulers serve dealer networks across the region.

Freight volume also shifts with the seasons here. Construction slows in deep winter at higher elevations, and some lanes get busier ahead of holidays. We plan with those cycles in mind, and we tell you when a lane you like is going quiet so you can decide whether to widen the search.

Building time into winter loads

A tight appointment on the far side of a high pass in January is a risk. When we see one, we ask the broker for a wider window or a later delivery before you commit. If the broker will not move, we tell you the risk plainly and you decide. We would rather pass on a load than set a driver up to rush a mountain road in a storm to make a dock time.

The same goes for pickups. If a storm is forecast, we may suggest an early pickup or a route that avoids the worst pass, even if it adds miles. Those added miles go into the trip math so you see the full cost.

Trucks passing through

Many trucks we dispatch are not based in the region; they run through it. If you deliver into Denver, Salt Lake City or Phoenix and need a reload, the same planning applies. We look at what leaves the market, how the route crosses the mountains, and whether the reload gets you back toward home. You do not need to be based here to have us plan the mountain part of the trip.

Mountain West dispatch fees

The fee is the same here as everywhere: 5% of the gross for one truck with authority older than six months, 7% for a new MC or a single box truck or hotshot, and 4% for two or more trucks with authority older than six months, a limited-time rate. No setup fee, no minimums, month-to-month. See the dispatch rates page.