To become a truck dispatcher you need no federal licence, no CDL and no degree. You need to learn load boards, rate negotiation and dispatch paperwork, put a written agreement in place with each carrier you represent, and build a roster of owner-operators who pay you a percentage of the loads you book for them.
There is one regulatory catch, and most guides get it wrong. Under FMCSA's final guidance on brokers and bona fide agents (88 FR 39368, 16 June 2023), a dispatch service can be classified as a broker rather than an agent — and a broker needs operating authority. If you deal with shippers directly, take money from a broker or factoring company, work without a written carrier contract, or allocate a load among several carriers, you are doing brokerage.
On pay: the Bureau of Labor Statistics reports a median annual wage of $50,340 for dispatchers (except police, fire and ambulance) in May 2025 — a broader occupation than truck dispatch specifically. For independent dispatchers no comparable dataset exists, so this guide gives you the arithmetic instead of a number to aspire to.
Written by Ahmad Qazi, who runs Truck Dispatch Experts — a dispatch company that books freight for owner-operators and small fleets and hires dispatchers. Where a statement comes from our own operation rather than a published source, it says so. Every external figure is sourced and dated in Where these numbers come from.
This article is part of our Truck Dispatch & Load Finding resource hub, which covers the same industry from the carrier's side.
Do You Need a Licence to Become a Truck Dispatcher?
No credential, exam or government licence exists for truck dispatching. You do not need a CDL, you do not need a degree, and there is no FMCSA dispatcher registry. That is the part every article gets right.
The part they get wrong is stopping there. 49 CFR 371.2 defines a broker as "a person who, for compensation, arranges, or offers to arrange, the transportation of property by an authorized motor carrier," and defines bona fide agents as "persons who are part of the normal organization of a motor carrier and perform duties under the carrier's directions pursuant to a preexisting agreement which provides for a continuing relationship." Arranging transportation for compensation is exactly what a dispatcher does. What keeps a dispatcher out of the broker definition is the agency relationship — and FMCSA has published the factors it weighs.
In its final guidance of 16 June 2023, FMCSA stated that dispatch services "may be classified as either brokers or bona fide agents, depending on the nature and scope of their activities," and set out the circumstances on each side:
Read the left-hand column carefully, because two of those triggers catch new dispatchers constantly. The first is being paid by anyone other than the carrier — if a broker or a factoring company pays your fee, or your fee comes out of the money flowing between them, FMCSA treats that as brokerage. The second is allocation: accepting a shipment that more than one of your carriers could run and deciding which one gets it is a brokerage function, not an agency one.
FMCSA's bona fide agent factor list also includes compliance with state licensing requirements — which is FMCSA itself acknowledging that states may have their own rules. So the accurate answer to "do you need a licence" is: no federal licence to dispatch, possible broker authority depending on what you actually do, and check your own state. Anyone telling you flatly that no licence of any kind is ever required has not read the guidance.
None of this is exotic to comply with. Represent named carriers under written agreements, take your fee from those carriers and nobody else, stay out of the broker-to-carrier payment chain, do not solicit shippers, and never move a load from one of your carriers to another. That is ordinary agency dispatch, and it is how our own service is structured.
Business entity, agreement and insurance
Entity. No law requires a particular structure to dispatch. Most dispatchers form an LLC for liability separation and because carriers take an entity more seriously than a personal name on an invoice. The trade-offs are the same ones any small operator faces — our LLC vs sole proprietor guide for trucking walks through them.
The dispatch agreement. This is the document that does regulatory work, not just commercial work. FMCSA lists the absence of a written contract with the motor carrier as one of the circumstances that pushes a dispatch service into brokerage. At minimum it should appoint you as the carrier's agent, state your fee and how it is paid, state that you are paid by the carrier and by nobody else, define the scope of what you do and do not do, and set notice terms for either side to walk away. Have a lawyer look at it before you sign the first one.
Insurance. There is no federal insurance requirement for a dispatcher — you are not the motor carrier and you do not hold the authority. Errors and omissions and contingent cargo cover are carried by many dispatch and logistics businesses as commercial risk management, not because a regulation demands it. If your activities put you on the broker side of the line, broker registration brings financial responsibility requirements of its own.
How to Become a Truck Dispatcher: Step by Step
- 1
Learn what the job actually is
Before you pay anyone for training, understand the work: searching load boards, negotiating rates with brokers, booking loads, sending rate confirmations, tracking trucks, and chasing paperwork. Spend a couple of weeks reading rate data and freight news daily until the vocabulary stops being foreign.
- 2
Choose a training path
Three routes: a paid online dispatch course, self-teaching from free material, or getting hired as a junior dispatcher at an existing dispatch company and learning on the clock. Getting hired is the only path that pays you while you learn and puts real carriers in front of you.
- 3
Settle your legal setup before you take a fee
Decide on a business entity, put a written dispatch agreement in place with every carrier, and read FMCSA's broker versus bona fide agent guidance so you know which side of the line your service sits on. A written contract with the motor carrier is one of the factors FMCSA weighs.
- 4
Set up the tool stack
At minimum you need one load board subscription, a way to store rate confirmations and carrier documents, and a business phone line. A TMS becomes necessary once you are running more trucks than you can hold in your head.
- 5
Sign your first carriers
Go where owner-operators already talk to each other, be useful before you pitch, and offer your first two or three carriers a short trial so you can build a track record. Specialise in one equipment type rather than trying to cover every trailer.
- 6
Scale deliberately
Add carriers until your own bandwidth is the constraint, then decide whether to stay solo at full capacity or hire. A hire only makes sense when the fee revenue on the trucks they run exceeds their fully loaded cost.
Steps three and five are the ones people skip. Skipping three is how a dispatcher ends up doing unregistered brokerage without meaning to; skipping five is how someone finishes a course and then discovers they have no idea how to get a client.
What Does a Truck Dispatcher Do All Day?
Forget the job descriptions on Indeed. Below is how a working day is structured in our own operation. It is part salesperson, part logistics coordinator, and part crisis counsellor for a driver who has just spent four hours at a receiver.
| Time block | Hours | Task | What it involves |
|---|---|---|---|
| 6:00-7:30 AM | 1.5 | Market check & planning | Check load board rates, review carrier locations, identify available loads |
| 7:30-10:00 AM | 2.5 | Load searching & booking | Search boards, call brokers, negotiate rates, book loads for carriers |
| 10:00-11:00 AM | 1.0 | Paperwork & confirmations | Send rate cons, verify pickup details, update the TMS, confirm appointments |
| 11:00 AM-12:00 PM | 1.0 | Carrier check-ins | Call drivers for status updates, handle pickup and delivery issues, relay ETAs |
| 12:00-1:00 PM | 1.0 | Lunch & admin | Invoice processing, factoring coordination, billing follow-ups |
| 1:00-3:00 PM | 2.0 | Next-day load planning | Book tomorrow's loads, plan backhauls, route to minimise deadhead |
| 3:00-4:30 PM | 1.5 | Broker negotiations | Follow up on pending offers, negotiate rate bumps, handle load changes |
| 4:30-5:30 PM | 1.0 | End-of-day wrap | Confirm next-day pickups, update the carrier board, respond to messages |
Based on a dispatcher running roughly eight to twelve trucks. A new dispatcher with two or three carriers spends far more of the day prospecting and far less managing loads.
The non-obvious part of dispatching is how much of the day is not "finding loads." A large share of it is resolving appointment conflicts, chasing detention pay, calming a driver whose load just cancelled, helping carriers stay compliant with FMCSA rules, and explaining why a cheap Florida-inbound rate is a trap because getting back out is the expensive part. If you are not comfortable on the phone and with conflict, this job will grind you down.
For the same job seen from the carrier's side of the desk, read how truck dispatch works and the owner-operator dispatch guide — knowing exactly what your future clients are being sold is the cheapest competitive research available to you.
Skills You Actually Need to Dispatch Trucks
Every guide lists the same generic skills: communication, organisation, multitasking. True, and about as useful as saying a chef needs to like food. Here is what separates dispatchers who keep carriers from dispatchers who lose them.
1. Rate negotiation
This is the single most valuable thing you can be good at, and the arithmetic makes the case on its own. A dispatcher who negotiates a rate up by $0.30 per mile earns the carrier $450 more on one 1,500-mile load ($0.30 x 1,500). Across 40 to 50 loads a month at that same delta, that is $18,000 to $22,500 of additional revenue for your carriers (40 x $450 = $18,000; 50 x $450 = $22,500). Those are illustrative inputs, not a promise — but they show why carriers pay a percentage rather than a flat clerical fee.
To negotiate you need a reference point for what a lane is worth. It also helps to know what your carrier's truck costs to run: ATRI's 2026 operational costs update puts a carrier's marginal cost at $2.336 per mile in 2025, and $1.854 per mile excluding fuel. A dispatcher who can show a carrier where a rate sits against their own cost floor is worth paying. Our rate negotiation tips guide covers the specific tactics.
2. Geographic & market knowledge
You need to know where freight moves, when, and why: which lanes pay, which markets are hard to get out of, when produce season lifts reefer rates out of California and the Southeast, and how regional fuel prices change what a given rate is really worth. You do not need to memorise ZIP codes — you need to know that a load into a thin outbound market usually means a cheap rate back out, and to price that in before you book. Watching rate data daily from DAT Trendlines and FreightWaves SONAR shortens the learning curve more than any course will.
3. Load board proficiency
DAT and Truckstop.com are the two dominant boards. You need to search efficiently, read rate data, check broker credit before you commit a truck, and move fast — good loads are gone in minutes. Which board to start on is a real decision with real cost implications, and we compare them head to head in DAT vs Truckstop load boards. For the wider question of where loads come from at all, see how to get loads for trucks and load boards vs dispatch vs brokers.
4. TMS software operations
A transportation management system is your command centre: it tracks loads, stores rate confirmations, generates invoices, holds carrier documents and insurance certificates, and stops the operation drowning in spreadsheets. AscendTMS, Axon and TruckingOffice are the names you will hear most. You do not need to be technical — you need to be fast and disciplined in whichever system you pick, because manual tracking breaks down somewhere around the point where you cannot remember every truck's status without looking.
5. Conflict resolution & carrier relations
Loads get cancelled. Detention happens. Brokers go quiet. A truck breaks down on I-40 in the middle of New Mexico. Handling that calmly, finding a solution fast, and keeping the carrier informed is what determines whether they stay. Retention is the whole business — every carrier you keep is a carrier you do not have to replace, and in our experience referrals from carriers who stayed are the single strongest source of new ones.
Skills you do not need: a college degree, a CDL, driving experience (helpful, not required), coding, or a social media following. What the job rewards is phone confidence, a tolerance for interruption, and a willingness to look at rate data every single day until the patterns are obvious to you.
Truck Dispatcher Training: Course, Self-Taught, or Get Hired
There are three realistic routes in. They differ mostly in who carries the cost of your mistakes.
| Route | Who pays | Real carriers involved? | Best for |
|---|---|---|---|
| Paid online dispatch course | You — provider sets the price | No, simulated only | Career changers who want structure |
| Self-taught from free material | You, in time rather than money | No | Disciplined self-starters |
| Hired as a junior dispatcher | The employer — you are paid to learn | Yes, from day one | Anyone who needs income now |
| Mentorship or apprenticeship | Varies — agreed with the mentor | Usually yes | People who learn by being corrected |
Paid courses range from genuinely good to recycled video sold at a premium. A good one covers load board navigation, negotiation practice, TMS setup, carrier onboarding paperwork, and compliance basics including the broker versus agent question above. Before you pay anyone, ask for the curriculum, verify the instructor has actually dispatched rather than just marketed, and read our dispatch scams and red flags guide — the tells for a bad course are the same tells as a bad dispatch service.
Self-teaching works if you are disciplined. Free material from DAT's blog and FreightWaves will teach you the market. The cost is that you make more mistakes and nobody corrects them in real time.
Getting hired at a dispatch company is the route we recommend to almost everyone, because you are paid while you learn and you handle real carriers instead of exercises. BLS puts the 10th percentile wage for dispatchers at $17.32 per hour, or $36,030 a year (May 2025) — that is the bottom of the employed-dispatcher market, and it is a reasonable expectation for a first job with no experience. If you are evaluating employers, the same signals that make a dispatch company good for carriers make it good to work for; our guide to choosing a dispatch company is a useful lens.
How Much Do Truck Dispatchers Make?
Two different questions hide inside this one, and they have very different answers. Dispatchers on a payroll are measured by the government. Independent dispatchers are not measured by anybody, which is exactly why the internet is full of confident five-figure-a-month claims with no source under them.
What the wage data actually says
| Measure | Hourly | Annual |
|---|---|---|
| 10th percentile | $17.32 | $36,030 |
| Median | $24.20 | $50,340 |
| Mean | $26.32 | $54,740 |
| 90th percentile | $37.57 | $78,140 |
Total employment in the occupation: 202,810. Figures retrieved from the BLS public data API on 12 August 2026.
The independent dispatcher model — arithmetic, not a projection
Nobody surveys independent dispatchers. There is no census of dispatch service companies, no trade body publishing income data, and no way to honestly tell you what "the average independent dispatcher" earns. What we can do is show you the formula and let you put your own inputs into it:
Monthly fee revenue = fee percentage x what each carrier grosses per month x number of carriers
The table below runs that formula at a 6% fee — which is what we charge for semi equipment, disclosed here as our own price rather than as an industry benchmark. Every cell is multiplication you can check.
| If each carrier grosses | Fee per carrier | 5 carriers | 10 carriers | 15 carriers |
|---|---|---|---|---|
| $8,000/mo | $480 | $2,400 | $4,800 | $7,200 |
| $10,000/mo | $600 | $3,000 | $6,000 | $9,000 |
| $12,000/mo | $720 | $3,600 | $7,200 | $10,800 |
| $14,000/mo | $840 | $4,200 | $8,400 | $12,600 |
Read one row to see how it works. At a 6% fee and carriers grossing $12,000 a month, each carrier produces $720 a month in fees; ten carriers is $7,200 a month, or $86,400 a year gross. Subtract your tool costs and your self-employment tax from that, not from your take-home hopes. The variable that moves the number most is not carrier count — it is what your carriers gross, which is why dispatchers who specialise in higher-rate equipment out-earn generalists at the same truck count.
Put your own numbers in with our dispatch ROI calculator, and see truck dispatch rates and fees explained for how fee structures differ across the industry.
If you work for a dispatch company instead, compensation is usually a base plus a share of the fee the company collects. Both of those are things you negotiate, and we are not going to invent an industry norm for them. The arithmetic is worth understanding though: if the company charges 6% and pays you 30% of what it collects, a $4,000 load generates $240 in fee, of which $72 is yours; fifty loads a month is $3,600 in commission on top of base. Change either percentage and the whole picture changes — which is exactly why you should ask for both numbers in writing before you accept a role.
Independent Dispatcher vs Working for a Dispatch Company
This is the biggest decision in a dispatch career, and the right answer depends on where you are now, not where you want to end up.
Working for a dispatch company
Best for new dispatchers: you learn on someone else's risk, handle real carriers, and get a paycheck while you do it.
Going independent
Best for people with existing trucking contacts or a strong sales background. Higher ceiling, and you own the compliance question outright.
Our recommendation: unless you already have contacts in trucking or dispatch experience from a previous role, start at a dispatch company before you go independent. You learn the market on someone else's dime, build a contact list, and see how a working operation handles the compliance questions this article opened with. The dispatchers we have watched struggle most are the ones who went independent first and burned through savings during the ramp.
That said, we have seen career changers with strong sales backgrounds go independent immediately and do well, because prospecting and closing were already solved for them. The dispatch knowledge is learnable; the willingness to make fifty calls is not something a course installs. If you want the carrier's view of that same trade-off, our dispatch vs self-dispatch comparison covers it from the other direction.
What Software and Load Boards Do Truck Dispatchers Use?
Here is the working stack. You do not need all of it on day one — start with load board access and somewhere to keep documents, and add the rest as truck count forces you to.
| Category | Common options | Needed on day one? |
|---|---|---|
| Load board | DAT One, Truckstop.com, 123Loadboard | Yes — this is the one unavoidable subscription |
| TMS | AscendTMS, Axon, TruckingOffice | Not immediately; necessary once you pass a handful of trucks |
| Rate reference | DAT rate data, Greenscreens.ai | Yes in some form — you cannot negotiate blind |
| Business phone | OpenPhone, RingCentral, Google Voice | Yes — keep it separate from your personal number |
| Routing / maps | Google Maps, Trucker Path, PC*MILER | Helpful, not critical at the start |
| Document storage | Google Drive, Dropbox | Yes — rate cons, carrier packets, insurance certificates |
| Accounting | QuickBooks, Wave | Before your first tax year, not before your first load |
The one price we can source: DAT publishes its carrier tiers openly. As of 12 August 2026, dat.com/load-boards/pricing lists DAT One Standard at $59, Enhanced at $149, Pro at $169, Select at $259 and Office at $339 per month. Note that the product formerly sold as DAT Power no longer exists under that name, so any guide still quoting a "DAT Power" price is working from stale information.
Why there is no "total monthly cost" figure here: we could not verify current published pricing for Truckstop, AscendTMS or TruckingOffice at the time of this update, and adding up numbers we cannot source would produce a total that looks authoritative and is not. Budget for one load board subscription as your floor, price the rest yourself from each vendor's own page, and treat any article that hands you a single confident monthly total with suspicion.
One tool worth learning early is not yours but your carrier's: our cost per mile calculator. A dispatcher who can show a driver exactly where a rate sits against their own operating cost — and against ATRI's $2.336 per mile industry marginal cost for 2025 — is having a different conversation from one who just forwards rates.
How to Get Your First Carrier Clients
This is where most new independent dispatchers stall. Training is done, tools are set up, and now you need carriers who will trust you with their livelihood. What follows is the sequence that works, described from our own experience building a book rather than from any published playbook.
Start where carriers already gather
Facebook groups, Telegram channels, driver subreddits, forums, and truck stops. Do not spam. Answer questions about lanes, rates, and compliance until people recognise your name. Being visibly useful before you pitch is the whole trick, and it is slower and more effective than any advertising you can buy at this stage.
Offer a short trial to your first few carriers
Your first two or three carriers should be able to try you with nothing at risk. It feels wrong to work for little or nothing, but those early carriers are your proof of concept: if you can show better rates or less deadhead than they were getting alone, they stay, and they tell people. A trial costs you time, not capital — it is the cheapest evidence you will ever produce.
Specialise in one equipment type
Do not try to cover dry van, flatbed, reefer and hotshot at once. Pick one, learn that market properly, and become the obvious choice for it. Specialising sharpens your rate knowledge, deepens your broker relationships, and makes your pitch concrete. Dry van has the most freight to learn on; other equipment types typically gross more per truck.
Build a proper onboarding packet
A written dispatch agreement, a carrier information form covering MC number, equipment, driver details and preferred lanes, and a clear fee schedule. This is credibility with carriers who have been burned before — and, as covered above, the written agreement is also one of the factors FMCSA weighs when deciding whether you are an agent or a broker. Have a lawyer review it once; reuse it forever.
Deliver, then ask for referrals directly
After a month of good loads and fast responses, ask plainly: do you know another owner-operator who could use a dispatcher? Trucking is a small world and drivers talk. In our experience referrals become the dominant source of new carriers well before cold outreach does — though we cannot put a percentage on that, because nobody publishes growth-channel data for dispatch businesses and anyone who quotes you one made it up.
Two carrier segments are worth understanding specifically before you approach them: brand-new authorities, who need the most hand-holding and are the least served, and small fleets, where the buying decision is different from a single owner-operator's. See our new authority dispatch guide and small fleet dispatch guide.
Growing From Solo Dispatcher to Dispatch Business
The ceiling on dispatching is not what you can personally earn — it is what you can build on top of your own expertise. The phases below describe what changes at each stage. We have deliberately left revenue targets off them: your revenue at each phase is the formula from the income section with your own inputs, and printing a target here would be inventing one.
Phase 1
Solo dispatcher
A handful of carriers you run entirely yourself. Every mistake is cheap at this size, which is the point. The job here is learning your lanes and proving you keep carriers.
Phase 2
Full personal capacity
You are running as many trucks as you can serve properly. Service quality — not carrier count — tells you when you have hit the ceiling. Most dispatchers stop permanently here, and that is a legitimate choice.
Phase 3
First hire
You hand some carriers to a dispatcher you train yourself, and your own time shifts toward growth and the harder accounts. This is the phase that fails most often, because people hire before the numbers support it.
Phase 4
Dispatch company
Several dispatchers, documented processes, and a repeatable way of acquiring carriers. At this point you are running a business and dispatching is something your team does, not you.
The inflection point is phase two to phase three, and the test is simple arithmetic rather than nerve. A hire pays for themselves only when the fee revenue on the carriers they run exceeds their fully loaded cost — salary, payroll taxes, their share of the tools, and the time you spend training and supervising them. Work that out with the fee formula and your own real numbers before you post the job. Anyone who tells you a first hire automatically doubles your income is skipping the subtraction.
If you would rather dispatch at scale without building the company around it, we hire dispatchers at a range of experience levels — see our careers page.
Mistakes New Truck Dispatchers Make
Not knowing which side of the FMCSA line you are on
This is the one that can end the business rather than just cost money. If you are dealing with shippers, taking your fee out of a broker's or factor's payment, or deciding which of your carriers gets a load, you are doing brokerage without authority. Read the guidance, structure the relationship as agency, and put it in writing.
Underpricing to win carriers
Cutting your fee to undercut the next dispatcher attracts the carriers nobody else wants and leaves no margin to actually serve them. Price for the service you intend to deliver. Our own published rate is 6% per load or $250 a week flat for semi equipment; how fee structures vary across the industry is covered in our dispatch rates guide.
Taking every carrier who calls
A carrier with a poor safety record, a history of not paying, or expectations you cannot meet will absorb far more of your week than their fee justifies. Check the FMCSA safety record, ask about equipment condition and payment history, and set expectations in writing before onboarding.
No dispatch agreement in writing
A verbal agreement is worth exactly what it is printed on. Every carrier relationship needs a written agreement covering fee structure, payment terms, notice, scope of services and liability. It protects both parties, and it is one of the factors FMCSA weighs when classifying your service.
Ignoring compliance basics
You do not need a dispatch licence, but you do need to understand the FMCSA rules that govern your carriers: hours of service, insurance requirements, drug and alcohol testing. A dispatcher who keeps carriers compliant is worth more than one who only finds loads.
Chasing load count instead of rate
Booking 15 loads at $2.00 per mile is worse than booking 10 loads of similar length at $3.00 per mile — the second carrier drives fewer miles for more money. Take the time to negotiate even when it means booking less.
No financial tracking from day one
Track subscriptions, phone, load board costs and your own hours. If you do not know your cost per carrier you cannot tell a profitable carrier from an expensive one. Free accounting tools handle this fine at your size.
Being available 24/7 until you break
Set response-time expectations in writing and hold them. If you answer every call at 11pm, carriers will expect it permanently. Burnout is the most common reason we see new dispatchers wash out — it is not a ranked statistic, it is what we have watched happen.
Where These Numbers Come From
This page was rebuilt on 12 August 2026 specifically to remove figures that had no source behind them. Everything numeric that remains is either traceable to a primary source below, disclosed as our own first-party pricing or experience, or labelled as arithmetic on inputs you supply.
- Wage figures. US Bureau of Labor Statistics, Occupational Employment and Wage Statistics, May 2025 estimates, SOC 43-5032 Dispatchers Except Police, Fire and Ambulance. Retrieved from the BLS public data API on 12 August 2026; published table. This occupation is broader than truck dispatch.
- Broker vs bona fide agent. FMCSA final guidance, Definitions of Broker and Bona Fide Agents, 88 FR 39368, 16 June 2023; definitions at 49 CFR 371.2.
- Load board pricing. DAT published carrier pricing, checked 12 August 2026. No other vendor's pricing was verifiable at the time of this update, so none is quoted.
- Carrier operating cost. American Transportation Research Institute, An Analysis of the Operational Costs of Trucking, 2026 update: $2.336 per mile marginal cost in 2025, $1.854 per mile excluding fuel.
- First-party. Our own published dispatch pricing (6% per load or $250 a week flat for semi equipment) and our own experience hiring and running dispatchers. Where a statement rests on that rather than on published data, the text says so instead of dressing it up as a statistic.
- What we removed. Earlier versions of this page carried income projections, growth-channel percentages and vendor prices with no source attached, and several of them contradicted each other. They have been deleted rather than re-estimated. If a number is not above, we could not stand behind it.
Related reading
- Truck Dispatch & Load Finding hub — the full topic this guide sits inside
- How Truck Dispatch Works — the job seen from the carrier's side
- Truck Dispatch Rates & Fees Explained — how dispatch fees are structured across the industry
- DAT vs Truckstop Load Boards — choosing your one unavoidable subscription
- Dispatch Scams & Red Flags — how to vet a course, and what not to become
- Dispatch Careers at TDE — we hire dispatchers at every experience level