Accessorial Pay Explained: Detention, Layover, TONU, Stop-Offs, and Tarp Pay

Have you ever looked at a load and thought, “This rate is fine, but what happens if I sit for six hours?” Have you ever waited at a shipper, missed your next pickup, and still got paid as if nothing happened? That is exactly why accessorial pay matters.

Accessorials are the extra payments that protect owner operators when the plan changes. They help you get paid for delays, canceled loads, extra stops, and extra work like tarping. If you do not ask for them the right way, you usually do not get them at all.

So, how do you turn “I waited all day” into real dollars on your settlement? Let’s break it down.

What are accessorials, and why should you care?

Accessorials are add-on charges tied to time, labor, or unexpected changes during a load. They exist because trucking runs on schedules, and delays cost money.

If you run your business like a business, you should treat accessorial pay like a normal part of revenue. You are not begging for favors. You are billing for real costs.

Ask yourself this: if a customer kept you waiting for hours in any other industry, would you just shrug and walk away?

What should you always check before you roll?

Do you read the rate confirmation as a contract? Because it is.

Before you head to the shipper, ask:

• Does the rate confirmation list detention terms and “free time”?
• Does it say how to request layover pay for trucking, and when it triggers?
• Does the TONU fee apply if the load cancels?
• Does it list stop-off pay for multiple deliveries or pickups?
• Does it mention tarping pay if the load needs tarps?

If the rate confirmation stays vague, what happens later? You argue about it later. That is why you should lock in terms early.

What is detention pay, and when should you ask for it?

Detention pay for owner-operators is money paid when you wait at a shipper or receiver longer than the agreed-upon free time. It usually starts after a set window and pays per hour or as a flat amount, depending on the agreement. You should request it as soon as you exceed the free time threshold, and back it up with clear check-in and check-out proof.

Now let’s make that real.

Detention is not the same as “I got there early and waited.” Detention starts when the load appointment or agreed start time hits, and you have properly checked in. If you arrive three hours early by choice, most brokers will not treat that as detention unless the agreement says so.

So what should you do?

What proof do you need for detention pay for owner operators?

Do you want a clean approval or an endless email chain? Proof makes the difference.

Strong proof usually includes:

• A time-stamped check-in at the guard shack or shipping office
• A signed-in and out time on the Bill of Lading or a facility document
• A gate ticket with times
• A message or email from the facility confirming delays
• Your ELD time and location, used as backup, not as the only proof
• Photos of paperwork when the office refuses to stamp anything

Here is the best habit you can build: ask for time stamps every time, even when everything goes smoothly. Why? Because when things go wrong, you already have a routine.

What should you say to a shipper or a receiver to get timestamps?

Do you feel awkward asking for time stamps? You do not need to.

Try simple lines like:

• “Can you stamp my check-in time, please?”
• “Can you write the in time and out time on the BOL?”
• “I just need a quick time note for my career paperwork.”

If they refuse, what then? Ask for a supervisor, stay calm, and document what you can. Even a photo of the sign-in sheet or a text from the clerk helps.

When should you message the broker about detention?

Should you wait until the end of the day? No. Message early, and message clearly.

A simple broker message:
“Checked in at 9:00 AM for a 9:30 appointment. Still not loading as of 11:45 AM. Please confirm detention terms and approval if we cross free time.”

Why does this work? Because it creates a timeline in writing. It also gives the broker a chance to push the facility before the delay gets worse.

What is layover pay trucking, and how is it different from detention?

Have you ever been told, “We cannot unload today, come back tomorrow”? That is a layover.

Layover pay for trucking usually applies when a delay pushes you into the next day, and you lose a full day of productivity. Detention covers hours. Layover covers the day you lose.

Layover terms vary a lot. Some agreements require you to be “under dispatch” and unable to move. Some require a certain number of hours of delay. Some require the broker’s approval in advance.

So what should you do when you see the delay heading into tomorrow?

How do you lock in layover pay before it becomes a fight?

Do not wait for morning. Confirm it the moment the facility says “tomorrow.”

Message the broker like this:
“Facility cannot load today. They confirmed the next available is tomorrow at 8:00 AM. Please confirm layover pay and send approval in writing. I can provide stamped paperwork or email confirmation from the shipper.”

If the broker responds with “we need proof,” you already asked for it. If they respond with “we do not pay layover,” you can decide whether you want to stay or get re-powered.

What is a TONU fee, and when does it apply?

TONU means Truck Ordered Not Used. In plain language, it is the fee you request when a shipper orders your truck, then cancels after you committed time and miles.

The TONU fee usually applies when:

• You are dispatched and confirmed for the load
• The load cancels after you are rolling, or after you arrive
• You did not cause the cancellation

Should you assume you automatically get TONU? No. You must document it and request it properly.

What proof do you need to collect for a TONU fee?

Do you have a clean trail that proves you showed up and the load was canceled?

Useful proof includes:

• The rate confirmation or dispatch details
• A cancellation email or message from the broker
• A time-stamped arrival record at the shipper
• Photos of the shipping office or guard shack paperwork
• Any written note from the shipper that the load is not available

Here is the key detail: a TONU request feels stronger when you show that you lost time, not just that you got annoyed.

What should you say when you request TONU?

Keep it simple and businesslike.

Try this:
“Arrived at shipper at 2:10 PM and checked in. Shipper confirmed the load is canceled and has no freight. Please process TONU per your policy. I can send check-in proof and location time logs.”

If the broker asks, “How much?”, point to the rate confirmation to see if it lists a TONU fee. If it does not, you ask for a fair TONU amount and stay consistent.

What are stop-off charges, and why do they add up fast?

Do you take loads with multiple pickups or deliveries and think, “It is only one extra stop”? It is never only one extra stop.

Stop-offs add time, paperwork, wait time, and risk. A second stop can also create detention at a second facility. That is why stop-off pay exists.

Stop-off charges commonly apply when:

• A load includes multiple delivery locations
• A load adds an extra pickup after you accept
• The broker changes the plan mid-route

The big question is this: Did you agree to it upfront, or did it get added later?

How do you protect yourself on multi-stop loads?

Ask direct questions before you accept:

• “How many stops total?”
• “Any live load or live unload?”
• “Any appointment windows that could force me to wait?”
• “What is the stop-off pay per extra stop?”
• “What happens if a stop refuses the load?”

If the broker cannot answer, should you accept anyway? Only if the base rate makes sense even when things get messy.

What is tarping pay, and when should you demand it?

Tarping pay is compensation for the labor, time, and wear that comes with tarping freight. Tarping is real work. It also increases risk in wind, rain, and snow.

So when should you ask for tarping pay?

Ask for tarping pay when:

• The load requires tarps by the shipper’s instruction
• The rate confirmation mentions tarps, or the freight type, which makes tarping unavoidable
• The load includes odd shapes, sharp edges, or multiple tiers that increase your time

Do not assume tarping is “part of the job” with no extra pay. Many loads price tarps separately, but only if you call it out.

How do you avoid tarping surprises at pickup?

Ask this before you roll:

• “Is the freight tarp required, or tarp optional?”
• “What kind of tarp do I need, lumber or steel?”
• “Any sharp edges or overhang?”
• “Is there a tarp station, or do I tarp in the yard?”
• “Is tarping pay included, or separate?”

If the broker says “tarp required” but no tarping pay is listed, ask for it before you accept. That one question can save your day.

What should you say to get tarping pay approved?

Try this:
“Load requires tarps and has multiple tiers. Please confirm tarping pay on the rate confirmation so there is no confusion at settlement.”

If you have already arrived and then discovered that tarps are required, you can still request tarping pay, but you will have to work harder to get approval. That is why you ask early.

Why do some carriers pay accessorials better than others?

Have you noticed that some carriers fight every accessorial while others handle it smoothly? That is not luck. That is policy.

Your lease agreement can decide:

• How settlements handle detention and layover
• Whether the carrier takes a cut of accessorials
• What documents must you submit, and by when
• Who communicates with brokers on your behalf

If you want to avoid ugly surprises, read this before you sign anything: Owner Operator Lease Agreement

How do you choose a carrier partner who respects your time?

Ask yourself: do you want a career that says “just wait,” or one that pays you when waiting kills your week?

When you talk to a carrier, ask:

• “Do you pay detention, layover, and TONU?”
• “Do you need specific paperwork, or do you handle it with brokers?”
• “Can I see a sample settlement sheet that shows accessorials?”
• “How fast do you resolve pay disputes?”

If you are comparing carriers right now, this guide can help you ask smarter questions: Choosing the Right Carrier Partner as a Flatbed Owner Operator

What are quick “broker scripts” you can copy and paste?

Want messages that sound firm, clean, and professional? Use these.

Detention alert:
“Checked in at 10:05 for 10:30 appt. Still waiting at 12:40. Please confirm detention terms and approval after free time.”

Layover confirmation:
“Facility cannot load today. The next available is tomorrow at 7:00 AM. Please confirm layover pay and send approval in writing.”

TONU request:
“Arrived and checked in. Shipper confirmed load canceled. Please process TONU. I can send check-in proof and photos.”

Stop-off added mid-trip:
“I can handle the extra stop. Please send updated rate confirmation with stop-off pay and revised appointment details.”

Tarp pay request:
“Tarps required for this freight. Please confirm tarping pay on the rate confirmation before pickup.”

What is the one habit that makes accessorial pay easier?

Do you want the simplest answer? Document everything, in real time.

Take photos. Save messages. Ask for stamps. Send updates before the broker asks. When you do that, detention pay for owner-operators turns from “maybe” to “routine.” Layover pay for trucking becomes a clean request instead of a dispute. TONU fee approvals move faster because the timeline is clear.

And when you build that routine, what happens next? You protect your cash flow, you reduce stress, and you run your business like a pro.