Getting the Most Truck for your Buck Posted by DC Cargo Mall on September 16, 2013

More than 70 Truck companies are USA manufactured, while about 50 are Asian based. Europe devours both with almost 200 trucking manufacturers to speak of, a majority from the UK, with a handful from Germany. 17 Companies root in South America, while a close 10 are concentrated in the area of Oceania and 4 from Africa alone.

Isuzu, originating from Japan, ranks at a top-seller in the trucking market. Daimler, hauling from Germany ranks even higher – topping some odd 100 billion in annual revenue. Volvo, from Sweden, collects about 300 billion every year. When it comes to income for Toyota, were talking trillions…

The Japanese billion dollar company, TATA, comes in closely, as does the German Volkswagen, Italian based FIAT, Japanese (again) and then the Chinese DongFeng following in at 10^th largest manufacturer worldwide.

Okay, so what?

Well, when choosing the truck that is right for you, whether its a Freightliner, Peterbilt, Kenworth, or Vovlo, spending a fortune can sometimes seem like the only choice if a quality purchase is hoped for. Here are some ways to get the most truck for your buck:

1.       Spending the initial $6,000 for those grueling months at Trucking academy can make you skeptical. But once you know that a trucking lifestyle is cut for you, don’t turn back until you win your degree. Also, scholarships are a available, just do the research and fill out a form. After, if you've decided to do something else for a living, having a CDL license in your pocket is nothing to cough at, and at any desperate point in your life, you can always turn to trucking as an immediate, big profit option. Besides, both large and small trucking companies are always hiring, there is no shortage of job potential for the Trucker.

2.       Once you've built yourself up with a couple of green bills, don’t get too ahead of yourself. We know that having your own truck will make you more money in the long run, and it’s a great investment. But can you really afford it now? Also, it’s good to have as much experience as possible in your knowledge bank before you buy the used ones that have been tinkered with to look like new…but aren't. Remember, trucks are always being sold for a REASON. Find out that reason, innocent or not, before anything else.

 
 
3.       Okay, so now you've been maneuvering a tanker, or a flatbed, or an interior van, or whatever, for a couple years. You know the rote. You can strap in a light wheeler in 20 minutes flat. You adjust your chains like a pro. Regular ratchet tightening has been a good workout. You've seen the country, you felt like you've seen the world…great. Now check your bank, have you been saving as much as you can? If you have, you’re ready for the next step.

4.       Time to go truck-shopping. You’re at the next level in your career, ready to make the big money. Now, along with big money, always comes more worries, and more expenses. Calculate if it is worth it for you. For your first time around, invest in a truck that will do the job, if it needs a paint job, so be it. If you've really saved up until now, you may be able to get a good deal on one of the big brands, which means more quality and more quantity for you.

 

5.       DON’T purchase a truck only based on its appearance. An artist decorating the outside does not always mean a great makeup from the inside, the part that counts the most. Although, DO take its appearance into consideration because at the end of the day, it is YOU that has to haul it around 50 states rain or shine, dark and muggy or bright and sunny. It is you who will get that feeling of pride when you drive up to your truck stop or down the highway carrying out the job that the world relies on you for in your shiny toy. And this my friend, should motivate you, to keep on trucking.
 

5 Preventative Tips to Avoid Common Loading and Trucking Mistakes Posted by DC Cargo Mall on July 08, 2013

Loading and trucking can be complicated when assumptions are made and knowledge is not attained on a constant basis. That's why DCCargoMall gives you a list of tips that will transfer you from newbie to savvy.

1. Remember, as far as load containing trailers, bigger is always better. This applies to having higher webbing, assembly, and working load limits as a better option even if your load is smaller. Having too little for your trailer is without much consequence.  Contrarily, having too much for your carrier is dangerous, and there is a reason signs are made with the warning message ‘overload’. DCCargoMall.com provides you with the signs you'll need. It is because the danger is so much so that it has become relevant to the neighboring cars on the road to take precaution, and your load is no longer only your business.

2.There is a case where bigger is not better. This is in connection to your weight distribution load bars and towing balls. Latching on these bars at a weight unparalleled to your load can cause bouncing between the trailer and truck, causing damage to your hitch and frame, and losing steering control, an obvious safety compromise. Towing balls come in three specific sizes: 18/8 inches, 2 inches, and 25/16 inches. Each one is built for a special weight and checking the tongue or coupling on every trailer for a weight marking should provide you with the ball size requirement you’ll need.

3. Your engines longevity is dependent on a variety of things. It is the heart of the vehicle so make sure to keep it fed and pumping. Overheating is a definite no-no. Don’t assume that this will do nothing to your engine because behind the scenes, there is a lot going on. Warped heads, cracked pistons, and scored cylinder walls are just some of the effects of overheating, and these damages are permanent. To keep in the loop, purchase an easy-to-read multiple gauge reader like the Bank’s IQ Flash, which will not only tell you your temperatures, but also whether you’re in a safe range, so that prompt action can be taken to prevent irreversible damage.

4. A common misconception is that unused tires are more safe-guarded and pumped up than their constantly rolling on roads neighbors. The contrary is true. Leaving your trailer tires to sit and gather dust will suck the air and correct pressures out of them. Before heading back out on the road, checking for proper tire pressure is an essential step to preventing them from overheating, a bumpier ride, or blowouts.

5. Purchasing a lift gate that will match the proportions of your truck bed’s height is crucial to avoiding tricky situations where it  will not reach the ground when unfolded, or is not at arm’s length to unfold in the first place. There are different compatibilities for lift-gate measurements, including its height when laden and unladen, so make sure to deal closely with a lift-gate manufacturer and know your trucks measurements when scouting for the right one.

Transforming The Simple Sleeper with Affordable Innovative Decorating Tips Posted by DC Cargo Mall on June 24, 2013

 Living on the road can be quite a challenge, and unsettling at best.

The no-bathroom sleeper causing you to necessitate more rest stops than planned, the linen that needed washing months ago, and the windowless back that gets too stuffy in summer’s heat when the AC blows out.

Avoiding these issues though, can be tricky and costly, and without the funds to back it up, throwing in the towel is the average reaction.

But having a prime sleeper that is personalized to you and gives you that home-away-from-home feeling can really motivate you to clock in more hours on the road, and to truly feel that you love your job.

There are affordable options open, if we get innovative enough, that can fit the budget but screw the unlivable conditions.

Although we admit that a crew cab sleeper, even those comfortable enough, will not suffice for the DOT authorities as sleep hours to log in, regular sleepers can still be a cheap option for you, if done right.

If replacement will cost you too much, doing it yourself can be easier than you think, and more fun as well. Here are some tricks and tips in design that will make your truck, and your day, if you consider them.

• ·         Counters can be replaced with plain slabs of wood, and hard plastic transparent cloths stapled to the underneath, giving a natural, country-chic modern twist. Woodsnap.com offers gorgeous custom-wood prints, where your photograph is printed directly onto the wood, not necessarily meant for counters! If you are into simple coloring, spray paint is a quickie and practical way to go. Be sure to spray outside though, airing out the initial fumes are not meant to be done inside.

·         Another counter option is to add to what you've already got and give it a makeover. For the more sophisticated look, head to Home Depot, and pick up a bunch of ceramic square tiles, tiny shiny tiles, or even the jumbo – whichever suits your taste, will work. http://www.wikihow.com/Install-Tile-Countertops will give you a step by step in creating this shockingly simple masterpiece.

·         New benches can be difficult to install. An alternative of bean bags are fairly cheap, and super comfortable. They are also easily portable and great for a book nook or movie hour. Some can be found for as low as 30 dollars on http://www.overstock.com/Home-Garden/Bean-Lounge-Bags/5396/subcat.html
 

·         With a bed that has room between its bottom and the ground, instead of fitting a specially constructed drawer, simply go plastic. Target sells fun styles from charcoal dark to sparkly and bright in under-bed plastic storage drawers. Measure your space to ensure the best possible fit in purchase. Have this strapped to it's position when your truck is in motion.

·         Having no toilet can be especially difficult when not every gas station offers the most sanitary amenities. But if cleaning out your own regularly is not on your top-list of must-have experiences, than doing something as simple as downloading the ‘Rest Area’ app can save you a headache or two. At least, although your own rest room doesn't exist, your nearest rest area options are clear and choosing is quick and effortless. It is 100% free and perfect for truckers because unlike apps that help you find what's off the highways, Rest Area helps you find places to stop while still on the highway. 

·  Extra Logistic Tracks can be nailed in to offer hook space and personal hang-up storage.

·         If you have a window, open it and stick your fan between the open space. The air blowing in will be fresh and give your air an outdoorsy feel. Be sure it is properly secured or do not attempt this feat while your truck is on the move.

·         Bolting in a couple more wood or metal slabs for shelves can do your storage situation a world of good. Instead of developing a messy pile of bottles, ratchet straps and tools, more small shelves allow for proper designation for each category and offer you an easy way to organization.

·         A gleaming floor can make all the difference. http://www.laminate-floor-cleaner.com/?bingshine offers a great easy do-it-yourself process to effective floor shine.

·         Creative lighting solutions that brighten up your cabin in a unique way will put you in an instantly lighter mood. Trying something like this guy at http://www.flickr.com/photos/velvetdahlia who used empty soda bottles stuffed with LED lights and produced a more extravagant result than you think.

 

Happy Designing!

The Newly Modernized World of High Capacity Loading Posted by DC Cargo Mall on June 17, 2013

Shipping cargo overseas was not always so easy.

There were horses, there were buggies, and there were ships. Eventually, there were bikes, and better yet, tiny cars.

As time went on, and progressions took place, the truck and the plane and the modernized boat revolutionized what we now know as cargo loading and shipment.

Moving across the globe to Australia not only became a possibility, but hauling every armoire and car thousands of miles away suddenly did not seem so miraculous anymore. It’s quite ironic, that the easier it gets to do the seemingly impossible, the more we take it for granted.

In our days of old, farmers would transport their produce and hay via a small wagon, and business men their goods, by tying rope around each load at most, to keep from falling. When more freight needed moving, more than one wagon, or multiple trips, were the sorry solution.

Nowadays, a consistently growing capacity of shipment methods is taking place.

 Take a plane’s cargo hold, such as the world’s biggest transporter, the Antonov AN-225. This Russian developed plane was originally built to carry a space shuttle, and has been recently refurbished. It can now hold over 250 tons, about 4 military tanks, or 80 cars! Its wingspan is almost the length of a football field, which explains it, well, partly.

 Then there’s the CMA CGM Alexandor Von Humboldt. This grand wondrous cargo boat easily defines the word enormity.  And its capacity? A maximum of 16,020 TEU. (Twenty-foot-equivalent-unit)

 

As for trucks, there is the ‘Titan Terex’. This monster truck is a site to be seen. It is one-of-a-kind. Literally, only one of these grand things were ever built. It has been the world’s largest and highest capacity truck for over 25 years until the invention of the Caterpillar 797-F, an even larger version costing five million dollars just to construct. 

 

 You can only begin to imagine, that at this trucks capacity- a baffling 400 tons, the amount of heavy-duty straps, chains, or otherwise needed for safe loading. 

We are so lucky to have transportation of heavy items, sent in bulk, so quickly, efficiently, and at unlimited distances.

What we must take a moment to stop and remember, is that the only reason that tanks are not flying about in the belly of the transport plane, and why that enormous coil ring is not rolling off of the flatbed, why those boxes of chickens are not tossed about inside the truck’s interior van, and why the enormous shipload stays in place in spite of rocky waves, is due to cargo securing equipment, and is dependent on the expertise and carefulness of the loader- that’s you!

More specifically, straps, chains, hooks, and the like, hold more significance then we think. If safety is your priority, and loading your expertise, visit us at DCCargoMall.com to learn more safety tricks, and get any loading equipment you need, provided here only with the highest in caliber and quality.

Inspection is Hip Posted by DC Cargo Mall on June 03, 2013

The rules out there for truck securement are not there just to keep you on your toes. They exist to keep you alive and to keep your cargo in one piece.

 Let’s face it. Truckers would be out of business if not for the need to move the cargo that they haul.

  It all revolves around the cargo and its securement, but at the end of the day, it’s up to you to ensure that these standards placed by the FMCSA are adhered to in a no-kidding manner.

And it isn’t because inspections crop up on the roadside and you want to be prepared. Because whether the principal is watching the student or not, the school is there for his knowledge bank to inflate, and ultimately, for his own benefit. Trucking isn’t all that different.

Secure your load properly, and the value of hiring you to transport loads has just gone up one-hundred percent!  Similar to the graded student, your ranking is recorded with authority, and whatever decisions you make or don’t, will come back to bite you in the face, good or otherwise.

Take Y. Tager for example. He is out of the business before his time and is now working at a factory, screwing caps on bottles. He says he is qualified for the trucking industry and devastated to be removed of the privilege to continue. He was extremely knowledgeable in all the ins and outs, the rules, and the tricks.

“I knew how to pull the wool over various authorities’ eyes, as far as load securement goes.” He reminisces thoughtfully. “But,” He adds, “In the long run, I’m screwed.” Tager explained that on one of his routes, where he side stepped a couple violations, and got by without quite enough ratchet straps, it happened. He even remembers the song that blasted from his old radio as he swerved ‘round the bend and the contents of his trailer broke loose. The entire truck went on a mad frenzy and picked up momentum as it swirled into a circle, hitting an empty parked bus, and downing a tree.

“I got lucky,” he reminds us.  “I could have died in a few seconds flat. The bus could have been full. My cushioned seats happened to save my life but it was then that it hit me that it isn’t about whose watching and who isn’t. It’s about you making sure to watch yourself. I had a clean slated record of CSA compliance rankings like you wouldn’t believe, in spite of my violations, because hiding was my expertise. But in 20/20 hindsight, I obviously needed to inspect my truck's safety for my own benefit.”

He concludes that he is lucky today that he has not wound up in jail from killing someone in the accident, and that he has not wound up dead. His truck license though, is a thing of the past, and as he finishes capping on his last few bottles at the factory for the day, he shows us a beautiful picture on his now tiny mobile phone, of a shiny red truck with his smiling face in the window.

He advises to replace damaged parts instead of repairing them, or to at least spend well-worth amounts on proper repairs instead of doing it yourself, and to inspect details often.

“My truck is gone, and some of my dignity too, because that was my passion. I learnt the hard way, but I share my story so that others learn the easy way, and don’t follow my path.”

He learnt to think of inspections as a doctors’ visit for his child. “You want them to be okay, right? Even if you take care of them, you want the professionals to come and say yeah, that’s a guy we want hauling our stuff around, we feel safe around him on the road. That’s my dream.”

The Tragedies of Proper Load Securement Neglect Posted by DC Cargo Mall on May 06, 2013

            Thomas RIP: A Truck Saga

A truck is rolled over onto its side, its dismembered contents look like they are writhing in pain.

The driver, Thomas A., was on his way to his hometown in Indiana, heading back from Minnesota, where he had just picked up a collection of ATV’s he had found for a bargain on EBay.

He was in good spirits earlier that day, excited to surprise his family and their neighbors with his new find.

The ATV’s were crammed up into the back of the truck, and Thomas was no stranger to proper packing. However, his truck was freshly bought just 2 days prior, and he hadn’t had the time to install the logistic tracks to connect his securing E-Track straps onto. His ATV’s didn’t look like they were going to get tossed around, not with all that cramming, anyway.

He was quite proud of the calculated setup he’d formed into the interior and noted to his driving partner Pete that they would have to put off the strap and track method for later.

“He reasoned that his 8 years of truck driving and loading expertise allowed for him to trick his way out of standard load securement methods. The logistic straps were in a box right there in the corner of his sleeper, but I didn’t argue ‘cause I trusted his judgment and the drive was not going to be too long.” Pete encountered.

But Pete said this from the hospital bed only days after he’d just awakened from a head-trauma induced coma. He couldn’t remember much, but the image of his friendship with Thomas was sharp in his mind. Asking for his friend caused quite a frenzy in the nursing department, when each nurse argued for the other to be chosen to report the tragic news.

His friend had not survived the tumble of unevenly distributed cargo, and the shriveled remains of what were once sparkling ATV’s were rendered useless after the fatal crash as well.

Thomas never made it home.

Improper loading for cargo securement and overweight freight is the cause for a hefty number of truck accidents annually. These fatal crashes remind us that the huge tragedy of a life taken or damaged in seconds can be avoided simply by adherence to proper packing methods.

Federal Law and common sense both agree to a strict requirement in following these simple solutions.

Simply ensure that logistic tracks, vertically, horizontally, or both- depending on your cargo, are firmly installed onto the walls of your interior or cargo van.

The holes aligned in these tracks are there for your choice of ratchet strapping to click in, screw on, or weld onto, wrapping your precious cargo in the safe hug that is necessary to prevent any cracked eggs, flattened ATV’s and most importantly, the loss of you, or a loved one’s life.

A real expert knows that prevention is always the best medicine.

Most Amazing Stupid Truck Driver Ever - Only in New York Posted by DC Cargo Mall on March 14, 2013

FMCSA Grants Petition Killing Alabama Steel Coil Transport Training and Certification Posted by DC Cargo Mall on March 13, 2013

The Federal Motor Carrier Safety Administration has granted a petition submitted by the American Trucking Associations asking the agency to determine if Alabama's Metal Coil Securement Act is preempted by federal law. The ruling means the state can no longer impose the law's requirements on interstate movements, effective April 4.
In a Federal Register notice issued Tuesday, the agency said the law imposes certification requirements on Interstate drivers that are not required under FMCSA regulations and are more stringent than those imposed by federal law.
The law, adopted in 2009, prohibits a motor carrier from transporting metal coils in a movement that originates or terminates in Alabama unless the driver is certified in load securement. The law, as originally enacted, also required the driver to carry a copy of the certification in the vehicle and produce it upon demand. Maximum penalties for violating these requirements include fines of between $5,000 and $10,000, jail time and/or a court order prohibiting the driver from operating a CMV in the state.
On June 26, 2009, FMCSA sent a letter to then-Alabama Gov. Bob Riley stating that the law appeared to be incompatible with the requirements of FMCSA's Motor Carrier Safety Assistance Program. FMCSA also drew attention to two federal laws authorizing preemption of state legislation and indicated that they might be applicable. The agency urged state officials to work with FMCSA officials to resolve any conflict between state and federal law.
Gov. Riley responded by explaining that the law was adopted in response to a number of accidents in Birmingham, Ala., involving metal coils falling off trailers along Interstate routes. He took the position that federal law did not preempt Alabama’s metal coil load securement certification requirements.
On Dec. 22, 2010, ATA petitioned FMCSA for a determination that Alabama's metal coil load securement certification requirements and penalties create an unreasonable burden on interstate commerce and are preempted under federal law. ATA contended that Alabama's requirement that drivers obtain certification in metal coil load securement is more stringent than and incompatible with federal metal coil safety regulations.
In 2011 Alabama issued regulations offering drivers three options to become certified in load securement: obtain a Metal Coil Certificate by taking and passing the  “Securing Metal Coils Course'' available for $25 and on the web site, www.metalcoiltraining.com, obtain a commercial driver's license endorsement that allows the driver to haul metal coils in the state, or obtain a Metal Coil Certificate from a motor carrier authorized by the Alabama Department of Public Safety to issue the certificate, which would require the carrier's safety compliance officer to submit a notarized affidavit that they have personal knowledge that the carrier requires every driver to be trained in the requirements of hauling metal coils.
Later in 2011, Alabama amended the Act, rescinding the requirement that drivers carry copies of their metal coil load securement certification in their vehicles. It continued to require drivers to obtain certification, but drivers are no longer were required to produce the certification upon demand.
FMCSA published a notice in the Federal Register on Nov. 23, 2011, seeking comment on whether the Act is preempted by Federal law. The five comments opposing preemption included one each from an individual driver, a motor carrier, Advocates for Highway and Auto Safety, the Alabama Trucking Association and the Alabama Department of Public Safety. The eight comments supporting the preemption petition included four from motor carriers, and one each from an owner-operator, ATA, an Alabama aluminum coil producer and the Owner-Operators Independent Drivers Association.

Cargo securement tips to lower CSA scores Posted by DC Cargo Mall on March 01, 2013

By Jack Roberts

By Jack Roberts

A freshly-minted driver who recently had graduated from a CDL school came by to chat with his instructors and let them know how things were going. He’d just gotten hired by a big fleet, and the instructor asked him how he liked his job so far. “I love it,” the driver replied. “I only work about 15 minutes a day, tying down my load. The rest of the time, I just drive.”

The driver’s attitude was instructive. Cargo securementdemands repetitive attention to detail, patience and consistency – traits that are rare among all humans, but for truck drivers, extremely critical to safety. Properly securing a load always has been vital for a successful fleet operation – and in today’s Compliance Safety Accountability environment, even more so.

Dan Doran, president of Cincinnati-based Ace Doran Hauling and Rigging, says that while his fleet hasn’t seen an increase in inspections or violations since CSA was implemented, his shop and drivers did prepare beforehand to limit their exposure on the road.

“We educated our contractors as to the importance of inspecting their tools when it comes to chains and straps and blocking components,” Doran says. “It used to be that if it was a strong chain with hooks on both ends, it was good enough to go. Now straps are being looked at as the inspector goes by them on the road or as they go through a scale to see if they can find a reason to pull them over and go over the truck a little more closely.”

Good load securement is critical, and not only because law enforcement is keeping a closer watch. Customers entrust a fleet to transport its products safely and have them arrive in good condition. Add potential litigation resulting from property damage or injury into the mix, and the stakes are raised even higher. And since proper load securement takes time, it also affects a fleet’s bottom line – even before the load is under way.

 “Tarping a secured load can take up to two hours for a driver and sometimes more, depending upon the weather,” says Roland Lockard, operations manager with UltraTarp. Often, drivers don’t get paid additional money for tarping secured loads for shippers and receivers, Lockard says.

CSA’s microscope

Under CSA, violations for improperly secured cargonegatively impact both a fleet and a driver. If a citation is issued, it now is entered into the fleet’s Vehicle Maintenance BASIC (Behavior Analysis and Safety Improvement Category). Admittedly, there are several violations for which a driver is not responsible – including aspects of the law that assigns responsibility to either the shipper or the fleet – but if the ticketing officer determines that the infraction is one the driver could have rectified, a separate violation will be entered into that driver’s personal database.

The Federal Motor Carrier Safety Administration made additional changes in December after four months of study. It did away with the Cargo-Related BASIC and replaced it with the Hazmat BASIC, moving improper securement violations into the Vehicle Maintenance BASIC.

The severity weights of many securement violations was reduced then, too.

As law enforcement attention on cargo securement increases, all fleets are reviewing their securement procedures. As a carrier with a large flatbed operation, Maverick finds itself under a more intense spotlight than fleets hauling box trailers.

“We’re definitely seeing more flatbed inspections as CSA kicks in,” Newell says. “I’m not saying that’s a bad thing – it’s to be expected.” That’s why Maverick monitors its drivers and how their CSA scores are faring within its fleet. “Both (fleet and driver) scores are important,” he says.

Under CSA, cargo securement includes a wide array of inspection points and potential violations. Beyond simple unsecured loads, failing to flag a load properly or marking hazardous materials improperly can result in a violation. Similarly, a driver transporting hazardous materials can expect to be ticketed for failing to have improper emergency information on hand when it is requested.

Flatbed operations bear the brunt of cargo-related CSA concerns simply because of the visibility of their loads and securement devices, but reefer and van operations don’t have it any easier. CSA also specifies that cargo inside a van trailer must be secured against movement in all four directions. As with a flatbed operation, if the driver fails to secure the load with straps or load bars across the back of a load that does not reach the back doors, he will end up with a ticket.

“Drivers bear the brunt unless it is a sealed load and the driver is doing a drop and hook,” says Bob Dissinger, director of U.S. sales for Kinedyne. If the trailer is loaded but not sealed, the driver should open the trailer doors on the trailer and check to see it is secured properly, Dissinger says. On flatbeds, he should check all cargo securement devices to ensure the proper amount and tightening, he says.

Keeping up to date

Continuing education is the most important factor in fending off CSA hits. “You really need to monitor and keep up to date on cargo securement rules and regulations,” Dissenger says. These laws change regularly at federal, state and local levels.

Dissenger says fleets also must conduct regular safety training for drivers and anyone else loading and securing a trailer. “At Kinedyne, we tell our customers to be aware that not all safety-related securement products are the same,” he says. A lower price tag often translates into lower product quality, consistency and life expectancy, he says.

Newell directs Maverick’s cargo securement training programs and describes them as extensive and intensive, relying heavily on a systematic approach to education and procedures. Basic orientation last five days, and if the driver will be working in Maverick’s flatbed division, load securement consists of another week on hands-on exercises at the company’s training facility – and if they’re hauling glass, another week on top of that.

Maverick’s training also is ongoing. The fleet films its own in-house safety videos – some as short as 15-second reminders of proper safety procedures – that are beamed out to trucks on the road for drivers to watch at their convenience.

“It’s been very beneficial for us,” Newell says. “I think our drivers like the fact that they have that information handy if they need it.”

 More research

Maverick’s commitment to load securement goes even deeper. “Everything that we haul is closely examined before it ever gets loaded onto a trailer,” Newell says. This starts early in the sales process: When a Maverick salesman closes a deal, one of the check-off boxes on his list is to contact the company’s safety department and initiate a process for assessing proper load securement.

“We start with the basics and look at the securement of the load and make sure we can handle it with our existing equipment and systems,” Newell says. “If not, we come up with alternatives to make it safe.”

Maverick’s sales team works closely with the safety department, including the driver training aspect. If the customer has a new unfamiliar load, Newell’s team will obtain pictures of it – or even send someone to the customer’s location to inspect the load firsthand and figure out how to transport it safely.

“Load securement is more important than ever because everyone – fleets and drivers – are focused on their CSA scores,” Newell says. “You have to try to control it.”