OK, guys, in module number fourteen, we're going to talk about additional charges that the shipper may possibly incur that will be assessed to him from the driver or from the carrier. These additional charges could involve things such as detention pay, layover pay and truck order not used. So let's examine these carefully because these are topics and discussions that are very important to a driver. First thing we are going to talk about, there are three main additional charges that typically happen when we're talking about loads, okay? The first type of charge we're going to talk about is detention, okay? We are going to talk about detention pay. What is detention pay and how much is typically charged when it comes to detention pay, okay? And then the second type of additional charge is what's called a layover, okay? So we'll be getting into that as well. Third, but certainly not least, is a TONU charge, okay? Some people say TONU, T-O-N-U, but what that stands for is truck order not used, okay? Again, T-O-N-U is truck order not used. So these are the three main additional charges, and we're going to go over them one by one and break them down, okay? So the first one we are going to talk about is pension pay, okay? So let's talk about it. Detention pay, also known as a driver detention, as driver detention, trucking detention occurs when one of your drivers experience a delay at either the pickup or delivery destination. So when detention occurs, okay, let's talk, let's pause for a minute. So Let's say you are at the shipper, okay? And you're there to pick up the load. But let's say that these guys are behind. They've got like five other trucks in front of you. And they're all in line to get loaded, okay? So guess what? From the time that your driver pulls up, the clock starts, okay? We want to start the countdown. and show how long we had to wait there until they actually started loading our trailer, okay? So from the time that the driver's there until the time that the driver starts to get loaded is the time that we want to account for, okay? And typically, if that time is over a two-hour timeframe, then that driver would qualify for what is called detention pay. Now, every broker and every shipper is different when it comes to how much time they require to have lapsed in order for you to qualify for detention pay. But typically, the standard is two hours. Okay, some people may go up to three hours before they want to start paying out. It really depends. So what you'll want to do is make sure that when you are signing rate confirmations from a broker for a loan, you want to check to see if there's anything in there that defines when detention pay would start. Sometimes that might be in the broker agreement as well. So that's just something you want to be aware of. in the event that it happens you know you'll know how long the driver has to be there before that type of compensation can be paid out okay and that also applies at the receiver as well let's say your driver gets to the receiver and there's three trucks in front of him or or let's say he has to be unloaded by crane but the crane broke and so now they have to get a new a new um crane to come in. I'm sorry, not a crane, a forklift or whatever. You get where I'm going with that, right? If there are any kind of delays that are through no faults of your own or through your drivers, then that, you know, would qualify you for detention pay, depending upon how long they require for you to be there before they pay that out. Okay? So when detention occurs, your first step should be to ensure the shipper or receiver is held accountable for the delay and asked to cover the detention pay. Shippers and brokers have different detention pay policies with grace periods and caps that may vary. So make sure that your driver understands these policies prior to booking the load. It's also a good idea to gather as much documentation as possible to show that the delay wasn't your fault. This can include email exchanges, contracts, and any other communication that discusses the agreed upon time, okay? So in a nutshell, that is what detention is. It's time that you and your driver should be compensated in the event that you have to wait longer than what what would then what the expectation was okay so and in the event that that happens what you want to do is for example let's say you know your driver has been waiting for four hours and he's finally now being loaded okay so the first two hours you know were a part of the agreement but then after that you went into what into I'm sorry into detention pay so you would want to contact that broker or shipper, and you would want to ask them to send a updated rate confirmation to reflect the new rate based on whatever they're paying out for detention. Okay. And detention times vary. I mean, detention rates vary. I have seen them As to date, I've seen them as low as twenty five dollars for every additional hour. I've seen some for seventy five dollars per additional hour. OK, so they're going to vary. But again, that's why it's important. You want to know kind of ahead of time what to expect in the event that this happens, you know, and make sure that you're OK with whatever the extra payout is going to be. OK. So, but like I say, that can be on both sides. It can be on the shipper side or the receiver side. If you have to wait on either side after the expected amount of time, then you do want to reach out to the broker and shipper. Once your driver is starting to get loaded, you cut the clock off at that time and calculate the time he arrived from the time that he started getting loaded and whatever the expected time was You know, from whatever time it went into detention, you want to reach out to the broker and say, hey, we had X amount of hours worth of detention. Can you please update the rate confirmation and send us a new rate confirmation to reflect those changes? OK, that's very important to do, because if not, then. you know, when you submit that confirmation to a factoring company or whatever have you, or when you're invoicing, if your driver's not factoring loads, if you're invoicing, they need to be able to send in a rate confirmation to show what the agreed upon rate was. And if that detention is not included in there, then you or your driver are not going to be paid for it. So you need to make sure that if your driver goes into detention and detention pay is needing to be paid out, that you get an updated rate agreement to reflect that new rate, okay? So let's go into the next type of additional charge, which are called layover charges. Trucking layovers are when a driver is delayed by a shipper or a receiver for one or more days. Layover pay is the rate that the carrier is paid by the shipper, receiver, or broker. Layover pay is dependent on the company, okay? So again, let's say we have another situation like a crane broke down and they're not gonna be able to get a new crane out there to unload your driver until the next day, okay? So your driver is going to have to stay the night at a truck stop nearby or he's gonna have to find somewhere to stay overnight until the next business day when they can bring a new crane in to unload your driver. That is called a layover charge. Anytime your driver has to lay over for a period of not even necessarily a period of twenty four hours, it's really dependent upon the company. You know, if you were expected to get there and there was a crane appointment for the crane to unload you at, you know, five p.m., but the crane isn't there and you've got to spend the night out there that's that's called a layover okay because that's a lot of hours and a lot of time that you are having to sacrifice because somebody dropped the ball or something happened that was no fault of your own or or of the drivers so that would be called a layover now typically You know, layovers are going to start anywhere minimum, I'd say around two hundred and fifty dollars. OK, and they can go up from there. Layover pay, as I mentioned here, is dependent upon the company. Every company, whether that's a direct shipper or a broker, has their own layover policies and layover payout fees. OK, so again, that may be something you want to inquire about before, you know, taking a load. from a broker or a shipper. Last but not least, the last kind of additional charge that we want to go over is called a tonu or a truck order not used. Truck orders not used, tonu fee is a charge that the shipper pays in the event of a last minute cancellation. These fees are meant to help you recoup some of your losses from the canceled load. Toe new fees are typically a hundred and fifty dollars and up. Okay so let's say your driver gets out to this to the shipper and you know you your drivers pulled into the to the dock and they come out and say hey I'm sorry this load we thought it was going to be ready but uh we just had a situation and all the material is not um not complete yet so this isn't going to be ready for three days well clearly your driver is not going to sit there for three days okay so In the event that something like this or something similar happens, you want to call up that broker or shipper and say, hey, we just got word that this load is not going to be ready or it was canceled. And so we need you to send us an updated rate confirmation for a truck order not used. And in that event, it will probably be a completely new rate confirmation that they send you. you know showing that it's a truck order not used and just showing the amount that they're going to pay you for that okay so and like I say typically those those start at or should start at a hundred and fifty dollars every company is different so please do not quote me on these prices but that is a pretty typical standard average payout uh bare minimum okay so um these are all Pretty main charges that can happen literally at any point. You know, that's one thing I love about the transportation industry. You just never know. Every day is different. You never know what you're going to get. You think it's going to go one way and it goes totally opposite. OK, there's delays, there's load cancellations, there's there's all type of things. So in the event that these type of hiccups happen, you need to know, you need to be able to identify them and you need to know how to ask to be compensated for them, okay? So this is gonna conclude this chapter on additional charges. As always, I thank you for your time and I will see you in the next chapter. Okay, guys, I hope this gave you a decent explanation of the different additional charges that a shipper can incur based upon the circumstances that are going on at the facilities. Detention, again, is when there's a delay outside the normal hours that have been allotted for a truck to be loaded or unloaded. paperwork received, and things of that nature. Typically, a shipper is allotted two hours, sometimes three. Just depends on the agreement between the shipper and the carrier or the broker and the shipper. Layover pay is usually when the truck cannot be unloaded or loaded that day, and it has to be sometime within the next day. That's generally what we consider layover pay. truck order not used is exactly that. There was a change in plans. There was a cancellation in the order. The truck had primarily been in route, dispatched to the load, made a significant progress of getting to the pickup location, and the order was canceled. Or the driver actually arrived at the shipping location and the order was canceled. Those are instances of where the driver would receive additional compensation. Sometimes for detention paid to range anywhere from thirty to fifty dollars an hour. Over the allotted time, layover pay differs according to the shipper and truck order not used generally can be in the neighborhood of one hundred to two hundred and fifty dollars. It just all depends on the shipper and the broker. So those are instances of where there are additional charges that are outside the scope of the agreed upon rate for the load. So this will end this module on additional charges.