Accessorial charges every freight broker needs to know (and what they cost)

An accessorial charge is any fee a carrier bills beyond the base line-haul rate for services, delays, or conditions that go beyond standard pickup and delivery.

For freight brokers, these charges are a constant part of the job. They can include detention when a driver waits too long at a dock, a liftgate fee at a delivery location without a loading dock, a lumper receipt from a distribution center, or a redelivery charge when the first delivery attempt fails.

A load goes out looking clean with one pick, one drop, and a straightforward lane. Then the invoice comes back with four line items that weren’t in the original quote, and the shipper wants to know why their bill went up. The broker is stuck in the middle trying to explain charges nobody documented before the truck rolled.

The accessorial charges that cause problems are the ones nobody discussed before dispatch. Understanding what each charge is, what it typically costs, and when it applies is how brokers stop reacting to surprises and start building them into the quote from the beginning.

Two categories of accessorial charges: predictable vs. variable

Not all accessorial charges work the same way, and the distinction matters for how brokers handle them.

The first category covers predictable charges tied to known load or location characteristics. Liftgate requirements, limited access facilities, hazardous materials, tarp needs, and oversized freight dimensions are all knowable before the truck ever moves. These charges should be identified at load setup and built into the rate confirmation before a carrier is booked.

The second category covers variable charges triggered by events during transit. Detention, layover, redelivery, and TONU depend on what actually happens on the road and at the docks. Brokers have less control over these, but the exposure can be reduced with upfront communication and clear documentation of rates and conditions in the carrier agreement.

Both categories call for the same response: figure out what is likely, document it in writing before dispatch, and make sure both the carrier and shipper know what could appear on the final invoice.

Accessorial charge rates at a glance

Delays and wait time accessorial charges

Detention is the most common accessorial charge in trucking and the one most likely to show up on nearly every load. Carriers charge detention when a driver spends more time waiting at a shipper or receiver than the contract allows. Most carrier agreements give two free hours at each facility before detention kicks in.

After that, carriers typically charge between $50 and $85 per hour until the loading or unloading is complete. In practice, detention charges per load frequently land around $100, which is consistent with one to two hours beyond the free-time window.

Establishing the detention rate in the carrier setup packet (and getting it in writing) protects the broker when the invoice comes back higher than expected. 

A shipper’s attitude toward detention is worth understanding before the relationship starts. Brokers who ask the right questions before partnering with a shipper can identify dock policies that consistently create detention exposure before a truck ever rolls.

Layover fees apply when a driver cannot get loaded or unloaded on the scheduled day and the load extends to the next day. These are typically a flat daily charge, not an hourly rate. Layover fees generally run between $200 and $500 per day.

Layover tends to run higher for more specialized services including team drivers, temperature control, or certified handling. Layovers most often happen when appointment information is wrong, the receiver is short-staffed, or the product isn’t ready at the origin.

Truck Order Not Used (TONU) is a cancellation fee charged when a carrier is booked and the load is canceled after the agreed cutoff, which is typically same-day. TONU charges generally range from $150 to $300.

Common reasons include product not ready at the shipper, a border crossing delay, or a customer canceling the shipment. Confirming product availability and shipper readiness before booking a carrier avoids most TONU situations.

Delivery and unloading complication fees

Redelivery charges apply when a driver cannot complete a delivery on the first attempt. A few common causes a delivery cannot be completed include nobody was available to receive the freight, the facility had the wrong appointment, or a liftgate was needed and not available. Some carriers bill this as a “2nd trip fee” rather than redelivery, but both refer to the same situation. Redelivery charges frequently land around $400 per occurrence.

Redelivery is one of the more expensive accessorials, and rates vary enough by carrier that brokers should establish them in writing before booking. The best way to avoid redelivery is to confirm appointment details and facility requirements before the truck is dispatched.

Liftgate fees are charged when a pick-up or delivery location lacks a loading dock and the driver needs a hydraulic liftgate to raise or lower freight. Not all trucks have liftgates, so carriers typically charge separately when one is required. Rates generally run between $30 and $150 per use, though many loads land at the lower end of that range.

Confirming whether a liftgate is needed before booking prevents the situation where a driver arrives at a residential address or small storefront without the right equipment.

Inside delivery charges apply when freight must move past the standard delivery point. For example, the inside delivery charge applies to deliveries beyond the dock threshold and into a building, warehouse floor, or specific room. The charge is based on location, not labor: any movement past the dock area typically triggers it, regardless of who physically handles the freight. Rates vary by carrier and distance.

Driver-assist fees are distinct from inside delivery. They apply when a driver is asked to perform physical loading or unloading work beyond their standard role including handling product, stacking pallets, or helping warehouse staff. Carriers may charge by the hour or by the piece, and rates vary based on the scope of the work.

The inside delivery and driver-assist fees can appear on the same invoice if the driver both moves freight past the dock and performs physical labor. Confirming that the shipper and receiver will have adequate unloading staff at both ends reduces exposure on most loads.

Lumper fees apply when a third party is hired to unload freight at a distribution center or large warehouse. Large retailers and grocery chains regularly require lumper services. Companies like Capstone Logistics and Eclipse are common at major DCs. Lumper fees typically range from $75 to $300 for standard unloads, though complex jobs involving pallet breakdown and re-palletizing can run higher.

Drivers should collect a receipt from the lumper company, which the broker then uses to verify and pass through the charge. Shippers familiar with the facility will usually know in advance whether lumpers are required.

Sort and segregation fees are charged when freight needs to be sorted upon delivery. This happens frequently at grocery stores and distribution centers where products must be organized by SKU, product type, or delivery location. Sort and seg fees are typically charged per piece or per weight, so the total can vary significantly by shipment size.

Because certain facilities always require sorting, brokers who know the destination can flag the charge upfront rather than explaining it after the fact.

Route and location charges

Limited access fees apply when a pick-up or delivery location is difficult for a truck to reach or requires special access procedures. Residential neighborhoods, schools, hospitals, military bases, and construction sites are common examples. Carriers typically charge between $100 and $300 or more for limited access deliveries.

Residential addresses are the most common trigger, and carriers frequently bill these as a separate residential delivery line item rather than under the limited access label. A flat $125 is a typical rate for residential stops.

The designation is set by the carrier based on the address type. Brokers cannot always control whether a location qualifies, but informing the carrier and shipper ahead of time avoids confusion when the charge appears on the invoice.

Stop-off charges are added for each additional stop beyond the standard one pick and one drop. Rates generally run between $75 and $150 per stop, and in practice most stop charges land at the top of that range.

On a multi-stop load, these charges add up quickly and need to be factored into the quote before the carrier is booked. A load with one pick and four drops carries three stop-off charges on top of the line-haul rate.

Reconsignment charges apply when a delivery address changes after the carrier has already picked up the freight. Carriers charge an administrative fee plus the cost of any additional miles required to reach the new destination. Old Dominion’s published tariff, for example, lists a $75 administrative fee for all reconsignments plus recalculated line-haul charges based on the new route.

The math compounds quickly when the new destination is far from the original. A reconsignment fee should only apply when the address change comes from the shipper — not from a communication error between the broker and the carrier.

Out-of-route miles are charged when the broker requires the driver to travel more than a set distance (often around 10 miles) beyond the most direct route between pick-up and delivery. Rates are calculated per mile. Any time a pick-up or delivery requires a meaningful detour, the broker should account for out-of-route miles in the rate confirmation.

Load and equipment accessorial fees

Reclassification and reweigh charges are specific to LTL shipping. LTL rates are based on shipment weight, dimensions, and one of 18 NMFC freight classes that reflect the load density and handling difficulty. If the information on the bill of lading turns out to be inaccurate, the carrier may need to reweigh or reclassify the shipment before it moves.

Current reclassification and reweigh fees typically run between $25 and $50 per occurrence, but the bigger cost is the delay and the friction with the carrier. Getting accurate weight and dimensions from the shipper before booking prevents this.

Tarp charges apply to flatbed loads where freight needs to be covered for weather protection. Tarps are heavy and time-consuming to set up, and the charge varies based on the size of the load and weather conditions. Brokers should confirm tarp requirements when booking flatbed carriers rather than leaving it to be resolved at pickup.

Special equipment charges cover any additional gear the driver uses to safely transport the load beyond standard straps and tie-downs, including blanket wraps, edge protectors, and additional tie-down equipment. Fees vary based on the type and quantity of equipment required.

Oversized and overlength charges apply when a shipment exceeds standard legal dimensions for the states it will travel through. These loads typically require special permits and escort vehicles, and fees can range from $75 to $800 or more depending on the size of the load and the states involved. Accurate quotes on oversized and overlength loads require knowing dimensions before dispatch, not after.

Hazmat charges cover the additional requirements for transporting hazardous materials, including the driver’s special endorsement and compliance with Department of Transportation regulations. When the broker discloses hazmat requirements before booking, the carrier typically builds the cost into the quote.

If the carrier doesn’t find out until pickup, it becomes an accessorial charge after the fact.

Tanker endorsement fees apply when a driver is hauling more than 1,000 gallons of liquid and is required to carry a tanker endorsement. Like hazmat, this cost is usually built into the quote when disclosed upfront and becomes an accessorial only when it surfaces as a surprise.

Chassis and chassis split fees apply primarily to intermodal shipments moving through ports or rail yards. A chassis is the wheeled frame used to transport a shipping container by truck. When one is not readily available and must be sourced separately, carriers charge a chassis fee. A chassis split occurs when the container and the chassis are at different locations, requiring additional moves to pair them. Fees typically run between $75 and $100 per occurrence.

Brokers moving containerized freight through intermodal facilities should confirm chassis availability and split charges with the drayage carrier before booking.

Other charges that show up on every invoice

Fuel surcharges are how carriers pass along fluctuating diesel costs. Most carriers calculate fuel surcharges as a percentage of the base freight rate tied to the Department of Energy weekly retail diesel average. The surcharge varies week to week as fuel prices change.

Brokers should ask carriers how they calculate their fuel surcharge and confirm the method is referenced in the rate confirmation.

Toll fees are typically pass-through charges at the exact amount the driver paid, with no markup. Brokers operating lanes through toll-heavy corridors should factor these into their cost estimates.

Storage fees apply when a carrier needs to store freight before or during transit, often due to a missed delivery window or a facility that won’t accept the shipment. Rates vary by carrier and duration, but generally run between $25 and $250 per day.

BOL correction fees are charged when the bill of lading needs to be corrected after the driver has already picked up the load. Corrections to weight, class, or delivery address all trigger this fee. Rates vary by carrier but typically start between $10 and $75 and can go higher. Getting complete and accurate shipment details from the shipper before the truck is booked prevents this.

What brokers absorb vs. what gets passed through

Not every accessorial charge should automatically land on the shipper’s invoice. Brokers who treat all accessorials as automatic pass-throughs create disputes. Those who absorb everything without a clear policy lose margin. The decision should be made before a load moves, not after an invoice comes back.

Three questions drive the call. First, was the charge disclosed before booking? If a broker knew the delivery was going to a limited access location and didn’t flag it in the rate confirmation or shipper quote, absorbing the charge is the fair outcome. If it was a genuine surprise on the carrier’s side, passing through is defensible.

Second, is the charge documented? Lumper receipts, detention timestamps, and BOL notations are what make a pass-through stick when a shipper pushes back. A charge without documentation rarely holds up in a dispute.

Third, does the shipper relationship support the friction? On a high-volume account, absorbing a $25 BOL correction fee may be the right call. On a one-time spot load, passing through documented charges is standard practice.

Brokers should also distinguish between charges triggered by shipper behavior and charges triggered by carrier or route factors. Detention caused by a slow-loading facility is a shipper-side problem and passes through cleanly with timestamps.

An oversized charge the broker miscommunicated to the carrier is an internal error. Knowing the difference before the conversation with the shipper makes that call significantly easier.

Accessorial disputes are also one of the more common sources of freight broker risk management problems. A shipper who receives an unexpected charge without documentation or prior notice is a shipper who calls a competing broker next time.

How to manage accessorial charges before a load moves

The most effective thing a broker can do is establish accessorial rates and conditions in writing before dispatch, not during a dispute. The rate confirmation is the document that makes this possible. Every rate confirmation should specify which accessorials are included in the line-haul rate, which are capped at an agreed amount, and what the detention clock starts at.

Requiring carrier signature on the rate confirmation locks in these terms before the truck moves.

Beyond documentation, a few operational habits reduce accessorial exposure significantly:

• Confirm liftgate requirements, limited access designations, and lumper needs during load setup by contacting the shipper and receiver directly.
• Verify that the shipper will have adequate staff and dock space at pick-up and delivery before booking the carrier.
• Require carriers to get pre-approval before performing any accessorial service — this protects the broker from surprise invoices for services that were never discussed.
• Require supporting documentation, including timestamps, lumper receipts, and signed BOL notations, for every accessorial claim before releasing payment.
• Confirm product readiness with the shipper before booking a carrier to reduce TONU exposure on last-minute cancellations.

These habits don’t eliminate accessorial charges. Detention happens, liftgates get missed, and delivery addresses change. What they do is give the broker a paper trail, a set of agreed-upon rates, and a clear basis for every charge that ends up on the final invoice.

Managing accessorial invoices well is also part of the broader work of streamlining freight broker back-office operations — the more consistent the process, the less time the team spends chasing documentation after a load closes. Accessorial charges that aren’t captured accurately in the freight billing process create reconciliation problems downstream, especially on multi-stop or multi-carrier loads.

High-volume brokerages that process many loads per week often find that batch accounting methods help track accessorial charges without cluttering the general ledger. Grouping related charges into summary-level entries keeps financial reports readable as transaction volume grows.

Keep cash flow steady when accessorials hit late

Accessorial charges are a normal part of freight brokerage. The ones that create problems are almost always the ones nobody documented before dispatch, nobody communicated to the shipper, and nobody built into the invoice clearly enough to defend.

Truckstop financial gives brokers a way to handle both sides of that problem with factoring services. When a carrier invoices an unexpected lumper fee or redelivery charge after a load closes, factoring means the broker isn’t choosing between paying the carrier and waiting on the shipper. Brokers get access to funds against outstanding invoices so carriers get paid on time regardless of when the shipper settles.

On the shipper side, Truckstop factoring lets brokers create accessorial charge line items directly on the invoice. Each fee is itemized and visible, so shippers can see exactly what they’re being charged and why. That transparency is what turns a potential dispute into a straightforward conversation.

Paying carriers quickly and billing shippers clearly are two of the fastest ways to protect carrier relationships and shipper trust at the same time. Truckstop factoring supports both.

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