Trucking Deadhead: Definitions, Acceptable Ratios, and Costs

Deadhead refers to driving a commercial motor vehicle with an empty trailer after a load has been delivered and before the next load is picked up. In the trucking industry, deadhead miles are considered non-revenue miles because the carrier is not being paid by a shipper or broker to transport goods during that segment. According to the American Transportation Research Institute (ATRI), the average cost to operate a truck in 2024 is approximately $2.25 per mile. Because deadhead miles incur the same fuel, maintenance, and insurance costs as loaded miles without providing income, they directly reduce a fleet's net profit margin. Determining an acceptable amount of deadhead depends on the current freight market and the specific equipment type. For most owner-operators and small fleets, a deadhead ratio of 10% to 15% of total miles is considered efficient. When deadhead exceeds 20%, the operational cost often outweighs the benefits of the subsequent load unless that load pays significantly above the market rate. DispatchTool helps carriers visualize these empty segments to ensure that the rate-per-total-mile—including the deadhead—remains above the break-even point for the specific tractor-trailer configuration.

Calculating the Real Cost of Empty Miles

The cost of deadhead is not just the price of diesel; it includes the prorated cost of tires, preventative maintenance, and driver time. Based on EIA data, if diesel is priced at $3.80 per gallon and a truck averages 6.5 miles per gallon, the fuel cost alone for a 100-mile deadhead is $58.46. When you add the ATRI estimated marginal cost of $0.17 per mile for repair and maintenance and $0.72 per mile for driver wages, a 100-mile empty trip costs the carrier roughly $147.46 in overhead. If a driver accepts a $600 load but must deadhead 100 miles to get it, their effective profit is reduced by nearly 25% before the loaded portion even begins.

Industry Standards for Acceptable Deadhead

Acceptable deadhead percentages vary by trailer type and region. Dry van and refrigerated (reefer) carriers typically aim for deadhead below 12% because of the high availability of freight in most metro areas. Specialized equipment, such as flatbeds or tankers, often sees higher deadhead ratios of 20% to 25% because their loads are industry-specific and may require returning empty from a rural job site to a manufacturing hub. In a 'tight' market where capacity is low, brokers may pay a 'deadhead reimbursement' or a higher flat rate to entice a driver to travel 150 miles for a pickup, whereas in a 'soft' market, drivers may struggle to find loads within 50 miles.

The Impact of Deadhead on HOS Regulations

Under FMCSA Part 395 regulations, deadhead miles count toward a driver’s 14-hour driving window and 11-hour daily driving limit just like loaded miles. If a driver spends 4 hours deadheading to a shipper, they only have 7 hours of driving time remaining to move the paying cargo. This creates a secondary cost: the loss of service hours. A driver who deadheads 200 miles (approximately 3.5 to 4 hours) may find themselves forced to take a mandatory 10-hour reset before finishing a load, which can delay the next revenue-generating opportunity and increase the total cost of the deadhead segment beyond simple fuel consumption.

Using the Rate-Per-Total-Mile Formula

Professional dispatchers evaluate loads using the 'Rate-Per-Total-Mile' rather than the 'Rate-Per-Loaded-Mile.' If a load pays $3.00 per mile for 300 miles ($900 total) but requires 100 miles of deadhead, the total trip is 400 miles. Dividing the $900 payout by 400 total miles results in a true rate of $2.25 per mile. If the carrier’s operating cost is $2.10 per mile, the profit is only $0.15 per mile. Without accounting for the deadhead, the carrier might mistakenly believe they are earning a high margin of $0.90 per mile, leading to poor financial forecasting and potential cash flow issues.

Bobtailing vs. Deadheading

While often used interchangeably, bobtailing and deadheading are different operational states. Bobtailing occurs when a tractor is driven without any trailer attached. Deadheading involves pulling an empty trailer. Bobtailing is generally more fuel-efficient than deadheading because of reduced weight and improved aerodynamics, but it is also more dangerous in wet or windy conditions due to the lack of weight over the rear drive axles. Most insurance policies, specifically Non-Trucking Liability (NTL), have strict definitions regarding whether a truck is 'under dispatch' during these empty miles, which affects coverage in the event of an accident.

Strategies to Minimize Empty Miles

Carriers use several strategies to reduce deadhead, including backhauling and triangulation. Backhauling involves securing a return load to the point of origin, while triangulation involves moving from point A to B, then B to C, and C back to A to minimize the empty gap between loads. Using digital freight boards like DAT or Truckstop alongside DispatchTool allows carriers to filter loads by 'deadhead radius' to find the closest possible pickup. Reducing deadhead from 20% down to 10% for a truck running 100,000 miles per year can save over $20,000 in annual operating expenses based on current ATRI cost benchmarks.

Sources

ATRI - An Analysis of the Operational Costs of Trucking (2024) — https://truckingresearch.org/ FMCSA - Hours of Service Rules (2024) — https://www.fmcsa.dot.gov/regulations/hours-service/summary-hours-service-regulations EIA - Gasoline and Diesel Fuel Update (2025) — https://www.eia.gov/petroleum/gasdiesel/

Frequently asked

Is deadhead pay a real thing?

Yes, some brokers and shippers offer deadhead pay, usually calculated at a lower rate than loaded miles (e.g., $1.00 - $1.50 per mile) to compensate for fuel. However, most spot market loads do not list deadhead pay separately; it is usually baked into the total gross rate offered for the shipment.

What is a good deadhead percentage for an owner-operator?

A healthy deadhead percentage for an owner-operator is typically under 15%. If you are consistently deadheading more than 200 miles for every 1,000 miles loaded, you are likely losing a significant portion of your profit to overhead costs and should re-evaluate your lane choices.

Does deadhead affect my IFTA reporting?

Yes, all miles driven—including deadhead and bobtail miles—must be recorded for International Fuel Tax Agreement (IFTA) reporting. You must track fuel purchases and miles driven in each jurisdiction regardless of whether the trailer was empty or loaded.

Why is deadheading dangerous in high winds?

An empty van or refrigerated trailer acts like a sail. According to various state DOT safety manuals, wind gusts exceeding 40-50 mph can tip an empty 53-foot trailer much more easily than a loaded one, which may weigh 30,000 to 45,000 pounds more and provide a lower center of gravity.