A broker offers $2.15 a mile. Good load or bad load?
There is no answer to that question without knowing what a mile costs you to run. And most trucking books cannot produce that number, because fuel, maintenance, insurance, and settlements all land in general expense accounts with no truck and no lane attached.
The two halves
Cost per mile splits into fixed and variable, and conflating them is what makes most homemade calculations wrong.
Fixed costs accrue whether the truck moves or not: the payment, insurance, permits, plates, base compliance. Spread across the miles you actually run, they are the reason a truck sitting idle is expensive and a truck running hard is efficient.
Variable costs only exist because the wheels turned: fuel, tires, maintenance, tolls, driver pay if it is per-mile.
The distinction matters for a practical reason. On a marginal load — one you would otherwise deadhead past — the fixed costs are already sunk. The decision turns on whether the rate beats the variable cost. On annual pricing, it has to cover both or the business does not work.
Per truck, not fleet average
A fleet average hides everything worth knowing. An older truck with a paid-off note and rising maintenance has a completely different cost profile from a new one with a payment and a warranty. Averaged together, both disappear into a middle number that describes neither.
Per-truck costing is what tells you when a unit has crossed over — when maintenance has risen enough that the payment on a replacement is cheaper than the repairs. That decision is worth tens of thousands and it is invisible at the fleet level.
The bookkeeping problems specific to this industry
Factoring recorded twice. An invoice is booked as revenue. The factoring advance arrives and gets recorded as revenue again. Now both income and receivables are overstated. The advance is a financing transaction against the receivable — the fee is the expense, not the whole difference.
Fuel that does not tie to mileage. Fuel purchases sit in the P&L; mileage by jurisdiction sits in whatever system feeds IFTA. When those two do not reconcile to each other, one of them is wrong, and a jurisdiction review will find the gap before you do.
Owner-operator settlements netted. A settlement includes gross pay less deductions — fuel advances, insurance, escrow. Recording only the net loses both the gross cost and the deduction detail, and it makes 1099 reporting inaccurate at year end.
The one most people miss entirely
A handful of states levy a weight-distance or highway use tax in addition to fuel tax — Kentucky, New Mexico, New York, Oregon, and Connecticut among them. Oregon is the unusual case: it taxes by weight-mile instead of collecting fuel tax at the pump.
That is a separate return, on top of IFTA, and carriers moving into those states routinely do not budget for it. If your base jurisdiction is one of them, or you run through them regularly, it is a real line item rather than a footnote.
What it changes
Once you have a defensible cost per mile, per truck, the conversations change. You can decline a rate with a reason instead of a feeling. You can see which lanes and which customers actually pay, rather than which ones feel busy.
The setup is the work; the ongoing maintenance is routine. We build it as part of trucking and logistics bookkeeping, with state-specific detail for wherever you are based.
Behind on Your Books?
We handle your bookkeeping end-to-end — categorization, reconciliation, month-end close, and clean financial statements, so your books stay current and CPA-ready.