FreightMath Interactive Glossary

Category↕ Term↕ Alias↕ Definition↕ Short Def↕ Analytical Usefulness↕
OR Operating Ratio OR The trucking industry's default measure of profitability that shows how much a company spends to earn each dollar of revenue. It's calculated by dividing estimated operating expenses by operating revenue. Example: An OR of 92 means the company spends 92 cents for every dollar it earns, leaving 8 cents profit. Operating expenses divided by operating revenue, indicating how many cents are spent to earn each dollar of revenue. It enables carriers to benchmark cost efficiency by showing how much expense is incurred per dollar of revenue, highlighting opportunities for cost control and profitability improvement.
OR Core OR COR A measure of one-way profitability for a load or group of loads. It includes all mileage-based costs from both loaded and empty segments, as well as time-based costs incurred while the load is under power. These total costs are divided by the revenue attributed to the load(s). One-way profitability for a load or group of loads. Accurate valuation of how the load performs in isolation, on its own merit.
OR Inbound OR IBOR Measures the average profitability for all loads that deliver into a specific market area, as well as loads that deliver to nearby areas and are connected to the target area via a deadhead. IB OR captures the full cost and revenue picture of freight flowing into an area over a given timeframe. Avg profitability for loads delivering into specific and nearby market areas. Helpful in evaluating the demand-side strength of a market area.
OR Outbound OR OBOR Measures the average profitability for all loads that pick up in a specific market area, as well as loads that originate in nearby areas and are connected to the target area via a deadhead. OB OR captures the full cost and revenue picture of freight flowing out of a region over a given timeframe. Avg profitability for loads picking up in specific and nearby market areas. Helpful in evaluating the supply-side strength of a market area.
OR FreightMath OR FMOR A composite operating ratio that combines Core OR, Inbound OR, and Outbound OR to reflect the true profitability of a load within your freight network. FM OR accounts for the direct cost and revenue of the load itself (Core OR), the freight that precedes it (Inbound OR), and the network conditions it enters afterward (Outbound OR). Network profitability for a load or group of loads. This holistic approach captures a load’s full impact on network efficiency and margin.
OR FreightMath OR2 FMOR2 A streamlined version of FM OR that combines Core OR and Outbound OR (excluding Inbound OR). Used exclusively within the FreightMath Spot Check Tool, FM OR2 is used when evaluating loads when the tractor is already positioned in or near the origin market area. Forward focused FM OR (ignores IB OR). Isolate and compare the true profitability of outbound loads from pre-positioned equipment—by excluding inbound costs—so spot-check pricing decisions reflect only the incremental margin when tractors are already in place
Filter Strategic Footprint Strategic Footprint Designated FreightMath market areas that define where freight should flow within your network. Your Strategic Footprint is user-defined through FreightMath Network Configuration App (available on your SharePoint site). Both the origin and destination of a load are individually labeled as either IN or OUT of your Strategic Footprint. This classification does not affect any Operating Ratio (OR) metrics. Designated FM market areas that define where freight should flow within your network. Used as filters within the KSMTA analytics platform to support strategic planning and decision-making.
Filter Analyzed Freight Analyzed Freight Set to "Analyzed" by default, this is a filter flag used to categorize loads that should be included in FreightMath analytics for a defined operation. Common exclusions include loads with incomplete revenue or mileage data. Carrier-specific exclusions may include local moves, roundtrips, dedicated or other freight types that are analyzed outside the FreightMath framework. Loads not categorized as "Analyzed" are grouped under the "Non-Analyzed" filter option. Filter between FM Analyzed loads and Non-Analyzed loads. Ability to isolate freight that is operationally interdependent.
Filter Bill To Type BT Type The classification of a Bill To entity as either a Shipper (typically contract freight) or a Broker (typically spot freight). KSMTA uses AI to automatically categorize Bill Tos, but users can make manual adjustments through KSMTA’s Network Configuration App (available on your SharePoint site). Whether a Bill To is a shipper or broker. Reveals a carrier’s reliance on brokers and highlights profitability variances between shipper and broker freight.
Timeframe Period (4wk) Period (4wk) Displays performance in distinct, non-overlapping four-week time blocks. Each period begins the day after the previous one ends. One of four default views on your KSMTA Power BI Dashboard pages. Each column or graph data point represents a distinct four weeks' worth of loads. Useful for comparing operational performance across equal-length intervals.
Timeframe Rolling (4wk) Rolling (4wk) Displays performance in a continuous, rolling view of four-week performance. Each new week adds the most recent week’s data and drops the oldest, maintaining a four-week window at all times. One of four default views on your KSMTA Power BI Dashboard pages. Each column or graph data point represents a rolling four weeks' worth of loads. Smooths out week-to-week fluctuations and highlights short-term trends.
Timeframe Weekly (1wk) Weekly (1wk) Displays performance in distinct, non-overlapping seven-day (weekly) increments. Each column represents one week of load activity. One of four default views on your KSMTA Power BI Dashboard pages. Each column or graph data point represents one week of loads. Ideal for granular trend analysis or operational pulse checks.
Timeframe Period (12wk) Period (12wk) Displays performance in distinct, non-overlapping twelve-week time blocks. Like the 4-week period view, each new period begins the day after the previous one ends. One of four default views on your KSMTA Power BI Dashboard pages. Each column or graph data point represents twelve weeks of loads. Well-suited for identifying quarterly trends and broader shifts in performance.
Operational Load Count Load Count The total number of loads delivered within the network during the specified time range. The total number of loads delivered within the network during the specified time range.
Revenue Linehaul Revenue LH Rev, LH The sum of all Linehaul revenue generated from all analyzed loads delivered within the network during the specified time range. The sum of all Linehaul revenue generated from all analyzed loads delivered within the network during the specified time range.
Revenue Fuel Surcharge Revenue FSC Rev, FSC The sum of all Fuel Surcharge revenue generated from all analyzed loads delivered within the network during the specified time range. The sum of all Fuel Surcharge revenue generated from all analyzed loads delivered within the network during the specified time range.
Revenue Linehaul + Fuel Surcharge Revenue LH+F, LH+F Rev, LH+F/Ld The sum of all Linehaul and Fuel Surcharge revenue generated from all analyzed loads delivered within the network during the specified time range. The sum of all Linehaul and Fuel Surcharge revenue generated from all analyzed loads delivered within the network during the specified time range.
Revenue Accessorial Revenue Acc Rev, AR The sum of all load-specific Accessorial revenue generated from all loads delivered within the network during the specified time range. The sum of all load-specific Accessorial revenue generated from all loads delivered within the network during the specified time range.
Revenue Total Revenue Tot Rev, TR The total revenue generated from all loads delivered within the network during the specified time range. Total Revenue is comprised of Linehaul, Fuel Surcharge, and all load-specific Accessorial Revenues. The total revenue generated from all loads delivered within the network during the specified time range. Total Revenue is comprised of Linehaul, Fuel Surcharge, and all load-specific Accessorial Revenues.
Cost Variable Cost Var Cst, VC All monthly variable and direct expenses associated with moving a load, allocated to each load based on the total miles attributed with that load or group of loads. These costs include both general expenses that scale with operational activity (e.g., fuel, maintenance, driver pay) and load-specific costs (e.g., tolls, customer upcharges, reefer fuel). Costing is based on FreightMath Standard practical miles. Monthly variable cost per mile multiplied by all miles. Captures the true operating cost of freight movement, including both recurring and load-specific expenses.
Cost Net Variable Cost Net Var Cst All monthly variable and direct expenses associated with moving a load, excluding load-specific costs such as tolls, customer upcharges, and reefer fuel. These costs are entirely allocated to each load based on the total miles attributed to that load or group of loads. Costing is based on FreightMath Standard practical miles. General variable costs excluding load specific costs.
Cost Overhead Cost OH Cst, OC All monthly overhead and indirect expenses for the running the operation, allocated to each load or group of loads based on the total hours utilized (empty and loaded). These costs include both general expenses associated with the operation (e.g., tractor fixed costs, insurance) and load-specific costs (e.g., location specific trailer pool costs). Costing is based on FreightMath’s standard limits for operational hours. Monthly overhead cost per hour multiplied by all hours the load was under power. Represents the full operational burden of running the business, including fixed and load-specific indirect costs.
Cost Net Overhead Cost Net OH Cst All monthly overhead and indirect expenses for running the operation, excluding load-specific costs such as location-specific trailer pool charges. These costs are entirely allocated to each load or group of loads based on the total hours utilized (empty and loaded). Costing is based on FreightMath’s standard limits for operational hours. General overhead costs excluding load specific costs.
Cost Total Cost Tot Cst, TC The total cost incurred from all loads delivered within the network during the specified time range. Costing is based on FreightMath standard practical miles and limits for operational hours. All costs; first component of OR formula. Provides a comprehensive view of all operational expenses across delivered loads.
Profit Operating Profit Op Profit Calculated profit generated from all loads delivered within the network during the specified time range. Includes all variable costs, overhead costs, and load-specific costs. Costing is based on FreightMath standard practical miles and limits for operational hours. Total Revenue minus all variable and overhead costs. Evaluates true profitability by factoring in both direct and indirect costs.
Profit Gross Profit Gross Profit $ Calculated profit (excluding overhead costs) generated from all loads delivered within the network during the specified time range. Includes all general and load-specific variable costs. Costing is based on FreightMath standard practical miles. Total Revenue minus all Variable costs. Measures load-level margin before overhead to support pricing and efficiency analysis.
Profit Gross Profit Percentage Gross Profit % Expressed as a percentage of Total Revenue, using the calculated profit (excluding overhead costs) generated from all loads delivered within the network during the specified time range. Includes all general and load-specific variable costs. Costing is based on FreightMath standard practical miles. Gross Profit as a percentage of Total Revenue. Shows profit as a share of revenue for easy comparison across lanes or time periods.
Miles Total Miles Total Miles The total number of miles across all loaded and empty segments for loads delivered within the network during the specified time range. Based on FreightMath standard practical mileage for all segments. Total loaded and empty miles based on FM practical mileage.
Miles Loaded Miles Op Loaded Miles, LM The number of miles driven with a loaded trailer, based on FreightMath standard practical mileage for each segment. Includes additional (non-billable) stops between origin and destination. Loaded miles including non-billable stops, based on FM practical mileage. It provides a consistent measure of revenue-generating distance—including non-billable stops—so analysts can more accurately assess load profitability, equipment utilization, and route efficiency.
Miles Standard Loaded Miles Standard Loaded Miles The expected number of loaded miles based on FreightMath standard practical mileage for each order. Does not include additional (non-billable) stops or relays between origin and destination. Direct Origin to Destination loaded FM practical miles.
Miles Billable Miles BM The billed miles attached to an order or group of orders, as reported in the client’s Transportation Management System (TMS). Billed miles directly from TMS.
Miles Length Of Haul LOH The average loaded miles per order, based on FreightMath practical mileage, including non-billable stops between origin and destination. Avg loaded FM practical miles.
Miles Deadhead Miles Avg Deadhead/Load, DH Miles, DH The average empty miles driven prior to picking up a load, based on FreightMath standard practical mileage. This includes all empty segments between the destination of a power unit’s last loaded segment and the start of the current order (e.g., driver goes home, trailer repositioning, etc.). Avg empty FM practical miles, prior to pick-up.
Miles Empty Relay Miles Avg Empty Relay Miles Avg The average empty miles driven by additional power units associated with relays, based on FreightMath practical mileage, including non-billable stops. Empty miles by add 'l power units to relay a load.
Miles Empty % EM% The percentage of total miles that are empty miles (prior to pick-up and relay). Percentage of all miles that are empty.
KPI Network Density Index Network Density Index A measure of network density based on the volume of loads moving into and out of defined KSMTA Market Areas during the specified time range. This is an indexed score ranging from 0 to 100, where higher values indicate greater load concentration and network activity. High density networks are typically correlated with higher profitability freight networks. Loads per area score (0-100) showing network activity and concentration. Density leads to efficiency, efficiency builds velocity, velocity creates profitability.
Geog Previous Load Destination Area PLD, PLD Area The KSMTA market area where the pick-up driver for the current order last delivered. KSMTA market areas are defined by groups of 3-digit postal codes and may extend beyond the named metro area. Area the pick-up driver deadheaded from. Useful for analyzing the flow of tractors between markets and identifying driver positioning patterns.
Geog Origin Area ORIG, ORIG Area The KSMTA market area where the load was originally picked up. KSMTA market areas are defined by groups of 3-digit postal codes and may extend beyond the named metro area. Order’s pick-up area.
Geog Destination Area DEST, DEST Area The KSMTA market area where the load was delivered. KSMTA market areas are defined by groups of 3-digit postal codes and may extend beyond the named metro area. Order’s delivery area.
Geog Next Load Origin Area NLO, NLO Area The next KSMTA market area where the delivery driver for the current order picked up their subsequent load. KSMTA market areas are defined by groups of 3-digit postal codes and may extend beyond the named metro area. Area the delivery driver deadheaded to. Useful for analyzing the flow of tractors between markets and identifying driver positioning patterns.
Time Empty Time Empty Hours The actual number of hours spent driving empty prior to picking up a load. Includes all empty segments between a power unit’s last loaded segment and the start of the current order (e.g., driver goes home, trailer repositioning). Capped based on an allowance under or over lane-specific FreightMath standard practical transit times to eliminate outliers. Empty driving hours prior to picking up a load. Highlights repositioning inefficiencies and empty-mile exposure before freight pick-up.
Time Standard Loaded Time FreightMath standard practical transit time The expected loaded driving time between origin and destination, based on lane-specific FreightMath standard practical transit time and proportionate HOS breaks. Excludes non-billable stops and relays. Direct Origin to Destination FM standard practical transit time. Establishes a performance benchmark for measuring actual vs. expected drive time.
Time Loaded Time Loaded Hours The actual number of hours spent driving with a loaded trailer, including non-billable stops. Detached hours (when the load is not under power) are removed from this measure. Capped based on an allowance under or over lane-specific FreightMath standard practical transit times to eliminate outliers. Loaded driving hours. Includes non-billable stops; excludes detached time.
Time Loaded Delay Avg Ld Delay, Delay Hours The number of loaded hours over or under the expected Standard Loaded Time; based on lane-specific FreightMath standard transit time and proportionate HOS breaks. Positive values indicate delay; negative values indicate greater-than-expected efficiency. Loaded hours over/under Standard Loaded Time. Positive and negative values are valid. Measures drive-time delays or efficiencies compared to lane standards.
Time Loaded Delay % Delay % The percentage of loaded hours over or under the expected Standard Loaded Time; based on lane-specific FreightMath standard transit time and proportionate HOS breaks. Positive values indicate delay; negative values indicate greater-than-expected efficiency. Percentage of Loaded Time above/below Standard Loaded Time.
Time Detached Time Drop Trailer Hours The amount of time between initial pick-up and final delivery during which a loaded trailer is not under power. Detached time is excluded from Loaded Time and not subject to overhead costs to avoid penalizing loads at drop yards or while drivers are at home. Total hours a loaded trailer is not under power. Removed from Loaded Time to accurately assess driver and tractor utilization, rather than penalizing loads for idle trailer time.
Time Time at Origin Time at Orig, Origin Hours, Orig Hrs, Loading Time The amount of time spent picking up the load at the initial shipping location. To eliminate outliers, this value is capped at a maximum of 8 hours and a minimum of 30 minutes. Time spent loading at the origin. Identifies inefficiencies at shipping locations, especially when comparing those with and without trailer pools.
Time Time at Destination Time at Dest, Destination Hours, Dest Hrs, Unoading Time The amount of time spent delivering the load at the final consignee location. To eliminate outliers, this value is capped at a maximum of 8 hours and a minimum of 30 minutes. Time spent unloading at the final destination. Highlights delivery inefficiencies and helps compare performance between live unloads and drop trailer locations.
KPI Velocity Network Miles Per Hour Measures how efficiently freight moves through your operation, expressed as the average Miles per Hour (MPH) for loads delivered within the network during the specified time range. Based on total mile sand total time (excluding Detached Time). Higher velocity typically leads to greater profitability. MPH for loads delivered, based on all mile sand all time (excluding Detached Time). High-level indicator of operational inefficiencies, capturing issues like delayed appointments, poorly timed breaks, or slow traffic lanes that reduce driver productivity.
Cost Orig Trailer Pool Cost Orig Trailer Pool Cost Calculated cost of drop trailers at an origin location, allocated to each load on a per loaded hour basis. This cost is derived from the number of trailers assigned to a specific location or group of locations, the weekly volume of outbound loads, and the average trailer cost of ownership. Increasing volume out of trailer pool locations reduces the cost per individual load. Trailer pools can be managed in KSMTA’s Network Configuration App (available on your SharePoint site). Calculated cost of drop trailers at origin locations. Increasing volume out of trailer pool locations reduces cost per load. Supports evaluation of trailer ROI by linking trailer pool costs to volume throughput, helping identify underutilized assets and opportunities to improve trailer efficiency.
Cost Empty Tolls Em Tolls Calculated tolls incurred on empty miles driven prior to picking up a load, based on lane-specific FreightMath standard practical routing. Tolls on empty miles.
Cost Loaded Tolls Ld Tolls Calculated tolls incurred on empty miles driven prior to picking up a load, based on lane-specific FreightMath standard practical routing. Tolls on loaded miles.
Filter Power Lane Power Lane Power Lanes are the highest-density lanes in the network, selected mathematically by ranking all lanes from most to least dense based on volume. FreightMath accumulates lane volume from the top of this ranked list until reaching roughly 25% of total freight; all lanes in that block are classified as Power Lanes. The 25% threshold is approximate so that groups of similar lanes are not split. Highest-density lanes that together represent the first ~25% of total freight volume. These lanes typically anchor network efficiency and generate the strongest productivity and profitability. When a Power Lane underperforms, it immediately highlights a priority area for improvement because of its outsized influence on the network.
Filter Repeat Lane Repeat Lane Repeat Lanes are mid-density lanes that sit between the Power Lane block (top ~25% of freight) and the Spider Lane block (bottom ~25%). Together, they make up the middle of the density spectrum—neither the strategic core nor the long-tail noise. They provide additional network fluidity, reload stability, and balanced flow across markets. Mid-density lanes between the top and bottom ~25% freight blocks. These lanes support the core network by providing additional coverage, reload options, and balance. Profitability here can signal opportunities to transition lanes into the Power group or to strengthen regional strategies. Repeat lanes often indicate where operational adjustments can meaningfully improve overall network fluidity.
Filter Spider Lane Spider Lane Spider Lanes are the lowest-density lanes in the network—the long tail of freight. FreightMath starts at the bottom of the density-ranked lane list and accumulates lane volume upward until reaching roughly 25% of total freight; those lanes are classified as Spider Lanes. These moves are typically infrequent, opportunistic, or imbalancing freight that you would not design a core network around. Lowest-density, long-tail lanes that together account for the last ~25% of freight volume. Spider lanes typically compress margins due to their low density and tendency to create imbalance or inefficiency. They can indicate where capacity might be redeployed, where pricing should be reassessed, or where reliance on one-off or opportunistic freight is hampering network performance.
KPI Broker Load % Broker Load % The percentage of total analyzed loads delivered within the network, within the specified time range, which were procured through brokers.
KPI Broker Ld Mi % Broker Miles % The percentage of total analyzed miles delivered within the network, within the specified time range, associated with loads which were procured through brokers.
KPI Price Impact % - Total Price Impact % - Total The pricing (margin) opportunity, expressed as a percentage of revenue based on a comparison of analyzed loads, for a specified time range, compared to either the DAT 30 Day Contact Rate or the average of all other loads hauled on the same lane.
KPI Price Impact % - DAT Price Impact % - DAT The pricing (margin) opportunity, expressed as a percentage of revenue based on a comparison of analyzed loads, for a specified time range, compared to the DAT 30 Day Contact Rate.
KPI Price Impact % - Lane Price Impact % - Lane The pricing (margin) opportunity, expressed as a percentage of revenue based on a comparison of analyzed loads, for a specified time range, compared to the average of all other loads hauled on the same lane.
Cost Orig Trailer Pool Cost Orig Trailer Pool Cost Calculated the sum of the assigned per-load trailer cost. This cost is derived based on the number of trailers allocated to a specific location, the velocity of loads into and out of those locations, and the average trailer cost of ownership.
Cost Dest Trailer Cost Dest Trailer Cost Calculated cost of drop trailers at an destination location, allocated to each load on a per loaded hour basis. This cost is derived from the number of trailers assigned to a specific location or group of locations, the weekly volume of inbound loads, and the average trailer cost of ownership. Increasing volume into the trailer pool locations reduces the cost per individual load. Trailer pools can be managed in KSMTA’s Network Configuration App (available on your SharePoint site).
Rate Linehaul and Fuel Revenue per Loaded Mile LH+F/LM Linehaul and Fuel Surcharge revenue per Loaded Mile divides the combination of Linehaul and Fuel Surcharge revenue generated for analyzed loads delivered within the network, during the specific time range, by the loaded miles for the same loads. Total revenue (Linehaul + FSC) per loaded mile for network loads in the given time period. Measure total revenue efficiency on loaded miles - useful for benchmarking rates internally and externally.
Rate Linehaul and Fuel Revenue per Total Mile LH+F/TM Linehaul and Fuel Surcharge revenue per Total Mile divides the combination of Linehaul and Fuel Surcharge revenue generated for analyzed loads delivered within the network during the specified time range by the Total Miles (loaded and empty) for the same loads. Total revenue (Linehaul + FSC) per total mile for network loads in the given time period. Assesses total revenue across all miles-helps identify deadhead impact on revenue.
Rate Linehaul Revenue per Loaded Mile LH/LM Linehaul revenue per Loaded Mile divides the Linehaul revenue generated for analyzed loads delivered within the network during the specific time range by the loaded miles for the same loads. Linehaul revenue per loaded mile for network loads during the given time period. Tracks core linehaul earnings per loaded mile - usefule for comparing rate quality across lanes.
Rate Linehaul Revenue per Total Mile LH/TM Linehaul revenue per Total Mile divides the Linehaul revenue generated for analyzed loads delivered within the network during the specified time range by the Total Miles (loaded and empty) for the same loads. Linehaul revenue per total mile for network loads during the given time period. Evaluates linehaul revenue efficiency including empty miles-reveals overall network utilization.
Rate Fuel Surcharge per Loaded Mile FSC/LM Fuel Surcharge revenue per Loaded Mile divides the Fuel Surcharge revenue generated for analyzed loads delivered within the network during the specified time range by the Loaded Miles for the same loads. Fuel surcharge revenue per loaded mile for network loads in the given time period. Isolates fuel surcharge earnings per loaded mile-helps monitor fule cost pass-through effectiveness.