Driver assist occupies a legally and operationally ambiguous space in trucking. Most carrier tariffs and many driver employment agreements specify that drivers are responsible only for the safe operation of the vehicle — loading and unloading are the shipper's and consignee's responsibilities. When drivers are required to assist with freight handling, carriers charge for the additional labor.
The scenarios that generate driver assist charges are varied. A residential delivery may require the driver to carry freight from the trailer to an interior location. A shipper without a forklift may require hand-stacking into or out of the trailer. A customer may need the driver to count and verify product against a packing list item by item.
Driver assist can create safety and liability concerns. A driver who slips while carrying freight, or who damages product while assisting with loading, creates questions about workers' compensation coverage and cargo liability that differ from standard over-the-road operations. Carriers address this risk through the accessorial charge and, in some cases, by requiring prior authorization before drivers are allowed to assist.
From a shipper's perspective, driver assist is usually a sign of a gap in receiving or shipping operations. Facilities with adequate staffing and equipment (forklifts, pallet jacks, dock levelers) rarely need driver assistance. When driver assist is consistently required, it signals an opportunity to invest in dock equipment or staffing that reduces both accessorial cost and driver turn time.
The charge is typically a flat rate per occurrence, though some carriers bill by the hour for extended assistance.