CETUS PROWe find the freight
Load boards, direct broker relationships and a rate floor you set. We argue the number before we accept, not after.
Your trucks stay loaded. Your logs stay legal.
Cetus Pro runs the dispatch desk, the log book and the ELD paperwork for owner-operators and small fleets across the lower 48. Someone is on the desk at 3 a.m., because that is usually when it matters.
Dispatch desk
Laredo, TX Atlanta, GA
Dry van 53' 42,100 lb $2.41 / mi
- Miles
- 1,142
- Deadhead
- 38
- Broker credit
- 92 / 100
- 11-hour driving6h 12m
- 14-hour window7h 48m
- 70-hour cycle31h 05m
Check call logged — Effingham, IL
Illustration of a working dispatch board. Not live customer data.
Illustration of a working dispatch board. Not live customer data.
2018Dispatching under our own name since
24/7Desk hours, third shift included
48States covered, plus reload planning
3 monthsDispatcher training before they take a driver
What we run
We watch the clock
Every load is checked against the 11, the 14, the break and the cycle before it is offered to your driver.
We keep the paper
Rate cons, PODs, lumper receipts, certificates and authority dates. Filed where you can open them yourself.
Service 01
Truck dispatching
We find the load, argue the rate, vet the broker and follow the truck until the POD is in. You approve every rate confirmation before it is signed.
- Load sourcing across the major boards and direct broker relationships
- Rate negotiation against your agreed floor per mile, never below it
- Broker vetting — credit score, days to pay, dispute history
- Route and fuel planning with reload potential at the delivery market
- Check calls to shippers, receivers and brokers, so your driver stops making them
- Detention, layover and TONU documented and claimed as they happen
- Rate cons and PODs to your factoring company the same day
- Home time planned into the lane sequence, not bolted on afterward
Service 02
ELD and log books
We keep the record clean and plan the week around the hours your driver actually has left — not the hours the load would like them to have.
- Device setup, pairing and driver training on your chosen ELD
- Daily records review for unassigned driving and missing annotations
- HOS planning around the 11, 14, 30-minute break and 60/70-hour cycle
- Sleeper-berth splits used deliberately to protect the 14-hour window
- Malfunction procedure — paper logs, notice to carrier, repair inside eight days
- DVIR handling and defect follow-up with your maintenance provider
- Mileage records kept in IFTA-ready shape by state and quarter
- DataQ challenges prepared when an inspection record is wrong
Service 03
Back office and authority
The administrative work that quietly shuts carriers down when nobody is watching the calendar.
- Broker setup packets completed and returned, usually within the hour
- Certificates of insurance requested from your agent for each new broker
- MC and DOT upkeep — MCS-150 biennial update, UCR, BOC-3 on file
- Clearinghouse queries tracked so the annual query is never missed
- Document collection — BOL, POD, lumper and scale receipts chased down
- Invoicing to brokers or straight into your factoring portal
- Weekly summary showing gross, rate per mile and empty miles
- Escalation to your account manager, not to a ticket queue
From first call to first load
No setup fee and no exclusivity. If it is not working, you give notice and we return your broker packets and documents.
Step 1
Intake call
Your equipment, home base, the lanes you want, the lanes you refuse, and the rate per mile you will not go under.
Step 2
Paperwork
W-9, MC authority letter, certificate of insurance, factoring notice of assignment and a signed dispatch agreement. We prepare the packet.
Step 3
Broker setup
We open your carrier profile with the brokers covering your lanes and connect your ELD and TMS to our board.
Step 4
First dispatch
Your dispatcher books the first load, sends the rate confirmation for your approval, and the weekly cycle starts.
Equipment we dispatch
Dry van48' / 53'Reefer53'Flatbed48' / 53'Step deckRamps / no rampsConestogaRolling tarpPower onlyDrop & hookBox truck26' non-CDLHotshotClass 3–5
What we actually do with your hours of service
Compliance is not a page on a website. It is a set of clocks that run whether or not anyone is watching them. Here is how we work them.
The four clocks
Every dispatch decision is checked against four limits before a load reaches your driver. If a load cannot be run legally, we do not book it and hope the week works out.
- 11-hour driving limit
- A driver may drive up to 11 hours after 10 consecutive hours off duty. Pickup and delivery appointments get planned inside that, not against it.
- 14-hour window
- Driving is not permitted beyond the 14th consecutive hour after coming on duty. Loading, fuel stops and detention burn this clock even though the truck is not moving — which is exactly why we claim detention aggressively.
- 30-minute break
- Required after eight cumulative hours of driving. We schedule it into the route at a place that actually has parking, rather than leaving the driver to find one.
- 60/70-hour cycle
- Sixty hours in seven days or seventy in eight, depending on your operation. We watch the recap so a driver does not reach Thursday with no hours left, and we use the 34-hour restart deliberately rather than by accident.
Sleeper-berth splits
Used properly, a split protects the 14-hour window on a load with an awkward appointment time. A qualifying pair — one period of at least seven consecutive hours in the sleeper, plus one of at least two hours off duty or in the sleeper, totalling at least ten — means neither period counts against the 14-hour window.
Your driver is told before the load is accepted whether a split is part of the plan. Discovering it at a dock at midnight is how violations happen.
When the ELD fails
Devices fail, the regulation anticipates it, and a carrier is judged on the procedure rather than the failure. When a malfunction is reported we run the same checklist every time: the driver notes it in writing, reconstructs the current day and the prior seven on paper graph grids, and continues on paper. The carrier has eight days to repair or replace, and we handle the extension request to the field administrator if a longer window is genuinely needed.
One thing we will not do
We do not edit driver logs to hide driving time, and we will not take on a carrier who asks us to. A record of duty status belongs to the driver, edits require driver certification, and falsified records are what turn a routine roadside inspection into an out-of-service order and an intervention. Where a record is genuinely wrong, we prepare a DataQ challenge with evidence instead.
Records and inspections
Your records of duty status and supporting documents are filed for the retention period in a folder you can open yourself without asking us. When an inspection report comes back we read it the same day: a clean inspection is worth putting in your file, and an incorrect one is worth challenging while the evidence is still fresh. Mileage is kept by state and quarter throughout, so IFTA filing is a review rather than a reconstruction.
Who is on the desk
Every dispatcher completes a three-month training programme before they speak to a driver on their own. You will know your dispatcher by name and have their direct line.
Day desk
Load sourcing and rate negotiation
Covers the morning market from 06:00 CT, when the best-paying freight posts and the good loads are gone inside the hour.
Compliance desk
ELD, log books and audits
Reviews every driver record daily, prepares DataQ challenges and keeps the authority calendar so nothing lapses quietly.
Third shift
Overnight coverage
Answers the phone between 22:00 and 06:00 CT. Breakdowns, detention disputes and appointment changes do not wait for business hours.
Questions carriers ask first
No. Every load reaches you as a rate confirmation for approval before it is booked. You can turn one down without giving a reason and it does not change how we work your truck the next day. If you tell us you will not run a lane, it comes off your board permanently.
A W-9, your MC authority letter, a certificate of insurance from your agent, your factoring notice of assignment if you factor, and a signed dispatch agreement. We prepare the broker packets from those. The pace of setup usually depends on how fast your insurance agent and the brokers respond, not on us.
Not by changing the record, and you should be careful with anyone who offers to. What we can do is review what the record actually shows, correct genuine errors through proper annotation and driver certification, and file a DataQ challenge with supporting evidence if an inspection result is wrong. Going forward, we plan the week so it does not repeat.
No. We work with the mainstream registered devices and will request read access to your existing account. If your device is unreliable or has been removed from the FMCSA registered list we will tell you and explain what a change involves, but that decision stays yours.
Yes, and we will be straight with you about the first ninety days. Some brokers set a minimum authority age, and rates available to a new MC are typically lower until you have a delivery history. We prioritise brokers with no age requirement early on and build the record that opens the rest.
We document arrival and departure through your ELD and the check calls, notify the broker in writing while the driver is still at the dock, and submit the claim with the invoice. Detention raised only after delivery is usually lost, which is why the notification goes out at the two-hour mark rather than at the end of the week.
Our dispatchers work in English with brokers and shippers, and the desk is also staffed in Russian and Uzbek so your drivers can raise a problem in the language they think in. Tell us on the intake call which language your drivers prefer and we assign accordingly.
Tell us what your truck did last week
Gross, total miles, empty miles and the rate you accepted. Fifteen minutes on the phone is usually enough for us to show you where the money went — whether or not you end up working with us.
+1 732 387 7777Dispatch lineinfo@cetuspro.proEmail24 hours, Monday to SundayDesk hoursMBR 345 Deerfield Rd, Morganville, NJ 07751Office