Contact: Will McAsey
24000 US HWY 75
Holton, KS 66436
Contact: Myla Espejo
1124 South 60th Street
Omaha, NE 68106
Contact: Chad Baum
11875 Camp Bowie West BLVD
Aledo, Texas 76008
Contact: Amira Kiblawi
3838 Oak Lawn Ave Suite 200
Dallas, Texas 75219
Contact: Hunter Sagar
550 Village Center Drive Suite 100
St Paul, MN 55127
Contact: Clinton Bobo
1100 Northway Dr.
Fort Worth, Texas 76131
866-866-4108 ex. 1103
Contact: Ricky Thomason Jr.
PO Box 569
McDonough, Ga. 30253
877-893-6088 ex. 7806
7050Jack Newell Blvd, South
Fort Worth, Texas 76118
Contact: Areli Reyes
1411 Airport Freeway
Euless, Texas 76040
817-776-5151 ex. 103
Contact: Jay Kretz
403 Midland ave
Waukesha, Wisconsin 53186
Contact: Justin Stodolka
550 Vandalia Street, Suite 125
St. Paul, Minnesota 55114
Contact: Casey Boyet
2710 South 48th St.
Springdale, Ar 72762
We specialize in hauling flatbed freight across the continental United States. We do not deal with HazMat loads but otherwise, if we can put it on our deck, we move it. Pipe, Coils, Lumber, OSB, Over-dimensional, oilfield, polypipe, tractors, sky tracks, irrigation systems, if it fits it ships...we’ve hauled it all.
We began small Single truck operation focused on building the strongest customer service possible with our broker and direct shipper base. Moving forward we intend to remain focused on delivering that same quality but with added capacity.
We are currently working on adding both a company truck and an owner operator to our company in the next couple of months. In 2019 we have plans to increasethat capacity with two more owner operators and 1-2 more company drivers.
As we move forward we have plans to establush anew terminalbase in or around the Weatherford, Texas area and bringing on more office staff.
We remain excited as our business continues to solidify and grow.
AS we hit our 4th month of compliance with the ELD Mandate we have had some adjusting to do. It has affected us as it affected everyone but we are adapting and doing well with it. We still stand opposed to any mandate requiring electronic tracking but we are compliant and working with KeepTruckin for our ELD needs. As we move forward and expand our fleet we will continue to build on the Keep Truckin platform.
As a matter of principle we continue to be opposed at federal regulations mandating the use of electronic recording and we will continue to support the overturning of this regulatory bullying but we are compliant.
S&A Neill Transport LLC is a longstanding member of OOIDA and we support their continuing fight for trucker’s rights. We are also members of NASTC and we encourage all owner operators to consider both organizations as they both have some great things to offer. Moving forward we may consider other affiliations based on what they are doing for the trucking industry.
We have moved past our initial 6 month period fairly successfully. The first 90 days was the hardest to transition as we went from having a full back office staff support system to a single operation. Amber Neill helps with back office work while she maintains a full time job and Steven handles all of the dispatching, negotiations, carrier/broker relationships, and general operations.
However the largest hurdle was in the fact that we could not meet the requirements to begin working with many brokers. As our authority has aged, we have established ourselves firmly with those we do work with and have begun working with the more restrictive brokers. The 30 day hurdle was fairly easy as we hauled direct freight in our first 30 days and only used one broker; United Vision Logistics in Aledo. After the first 30 days w2e added a half dozen brokers to our list, including TQL, Coyote, and CH Robinson.
The 60 day hurdle also went fairly easy as we began hauling and establishing ourselves with the small broker network we had but rates were a struggle as most held back on giving their best rates. We continued to slowly add brokers to our customer base and added a direct customer.
We found that our freight at this stage with one truck was more consistent with brokers than direct freight and as we moved into our 90 day mark we began moving away from direct freight as it was not meeting our needs.
At 90 days things got easier for us. We had already established ourselves with most brokers and as they saw our attention to customer service our rates increased to where we needed them. From the 3 month mark to the 6 month mark we ran into very few brokers that would not uses us and we solidified relationships with a half dozen brokers that we enjoyed working with.
At the 6th month mark we added 2 more brokers to our list and we settled into a steady area where we do best. Moving forward we look to add capacity to our current ability and we are happy with the broker base we have.
Steven Neill has documented the entire process in video format through Facebook Live. We invite you to join and watch as we continue to grow.
Thats easy, you can contact us by phone, at 817-771-8236 or by email at email@example.com
There is a lot of animosity in the industry today among drivers. Old School vs New School, Professional Drivers Versus Casual Drivers, Experienced Drivers versus New Drivers, etc. The industry is extremely diverse with drivers from every socio-economic niche in the industry and includes members of every race and subculture in America, so obviously there are disagreements.
Those disagreements include subjects like dress code, respect and common courtesy, skill levels and even...ignorantly enough...what title you have as a driver.
My question is: What can be done about it, or is there anything we can do? The problem is that we do not just hold a disagreeable image among ourselves, but also among the public.
Recently I spoke with dozens of random people including shippers, forklift operators, cashiers, mechanics and other drivers and I asked one simple question: What do you dislike about drivers?
There ere many answers and some of the people had nothing really to contribute but I wanted to add some of those comments.
1. They stink
2. They throw trash everywhere even when there is a trash can nearby then we have to pick it up?
3. They are rude and argumentative
4. They dress inappropriately for the job (I traqanslated the comment because it was vulgar in the original comment) He said they show up in shorts or sandals knowing you have to be in long sleeves, pants and steel toed boots to come in here and then we have to wait while they change or we turn them off the property unit they can show up dressed properly
5. They have no respect...in reference to new drivers entering the industry.
6. They take breaks in the fuel island
These are 6 of the top comments. And I know there are many more, but my question is, what can we do to better how we are seen by the public and each other?
1. Shower. Keep yourself clean. If you cant shower every day then at least keep clean. Be aware of your body order. No one wants to smell that
2. Dress for success. Yes everyone wants to be comfortable but that doesn’t mean you have to be a slob. Dress how you want to be seen. Flip Flops are not appropriate footwear. Driving in whatever you want, but when you step out of your truck, understand that you don’t just represent yourself, you represent your company and every driver on the road. If you want to be seen as a professional you have to dress like one.
3. Act professional. Thank you, you are welcome, have a nice day are all very easy phrases. Being confrontational, rude, and obnoxious will not win you any friends in this industry. Understand that some things are outside of the persons control that you are dealing with. Life goes on. Treat people how you would want to be treated in the same situation.
4. Pick up after yourself. Literring is against the law and its trashy...pun intended. If you want to be seen as trashy then you are on the right track. No One wants to see your piss bottles and no one wants to pick up your trash. Act like a decent human being and throw your trash where it belongs. Quit throwing it out on the parking lots.
5. Take your breaks out of the way of other drivers. Either find a spot in a designated parking area or off to the side where you don’t impede the next driver. It’s extremely frustrating to be forced to wait for an inconsiderate driver.
6. Show some common courtesy to each other. There is already so much hate in this world that we could use a little brotherhood.
Do these things and you will find you are treated better and feel better about yourself.
Historically, the Shipping side of things has been slow to respond to rising costs to operate a trucking company, Fuel costs increase, maintenance costs increase, Tire costs increase, Driver Pay increases but the cost to ship a truckload remains relatively static.
2018 may mark a record year in the trucking industry reaching revenue heights we haven’t seen in years, but this trend will eventually stabilize and fall and when it does, carriers will find themselves in the same, familiar crunch.
We are trying to get ahead of that by building rock solid relationships with our preferred brokers. We hope to be able to give them unmatched service in the industry so that we can maintain a steady profit along with our partners in the broker side of things and the shipping side of things. We operate on the idea that if all of us make a profit, all of us are happy and all of us will prosper even in a tight economy. Moving forward we will continue with that philosophy, asking the rates we are worth, but not seeking to put anyone else out of business.
One of the worst disconnects between shippers-Brokers-and Carriers is Cheap Freight. And along with that question, the immediate response, What is Cheap Freight?
The argument is: What is cheap to one carrier might not be cheap to another. This argument proposes the idea that Cheap is a relative definition and that it changes from carrier to carrier. For instance let us say Carrier A has a brand new truck that gets 8 mpg and has a monthly payment including insurance costs of $3,000 a month and is operated by the owner.
Carrier B has an older 2007 model truck with a $1,300 monthly coast but is also operated by its owner
Carrier C has a truck completely paid off with no payments and only a few hundred a month in insurance costs.
A load comes up for $1.50 a mile. Truck A says that’s cheap freight because his operating costs are high. Truck B says its not a good rate but he can make a profit on it because his costs are lower and he only needs to worry about getting fuel to a better place. Carrier C says I don’t have a payment on my truck so at that rate I’m making mostly profit.
Does the operating cost of these three trucks actually change whether or not the rate is cheap or does it simply alter how much money the carrier can keep off of cheap freight?
A second argument states that Cheap Freight is freight that falls under the national average FOR THAT LANE. The words FOR THAT LANE in this argument are extremely important. Under this argument the basis for whether freight is cheap or not falls under what is historically normal for a particular lane. Let us say that in Florida a load going to Indiana pays $1.23 per mile on average over the past 90 days. So based on this argument if it pays $1.20 per mile, it is cheap freight, but if it pays $1.50 per mile it is a good rate because $1.50 per mile is above average FOR THAT LANE.
However, let us compare that with a similar lane going from, Say, Minnesota into Texas at $2.50 a mile. Is the Florida load still a good rate or is it now cheap freight when compared to what the going rate is on another lane. Using the same argument if you get a load out of Minnesota going to Texas for $2.25 a mile, it would be a bad rate, because it is under the average for that lane while a $2.60 per mile load would be considered a good rate as its over the average for that lane.
So which of the two is actually cheap freight?
The third argumeant goes that cheap freight is freight that falls under the national average for all states across the United States both good and bad. So in that argument, once you have factored in every lane’s going rate and come to an average then what falls below that is cheap and what falls above that is good. Thus, if the national flatbed average is currently $2.65 per mile then a $2.64 per mile load and under would be cheap while a $2.66 per mile load or more would be good.
Proponents of this argument state that you should know the outbound average rate for the areas you are sending a truck into before you go there and avoid going into low rate areas keeping your truck in high rate areas all the time...but...is THIS REALLY the definition of good versus cheap freight?
There has to be a median to decide what is cheap, what is average, and what is good, and sadly there is no standardization in the industry, so as a carrier what can you do?
The answer is: Know Your Numbers. Know what it costs to operate your truck. Know what payroll costs, know what it costs to replace your truck, know what it costs to repair your truck. Every truck should have its own budget. That budget includes Payments, Fuel costs, Payroll Costs, general maintenance and repair, tires, replacement, and profit. If you fail in any of these areas you will suffer for it. Contrary to popular belief the cost to operate the truck does not decrease once its paid for, instead the payment portion of your truck budget is added to your replacement portion of your budget and your rates remain the same. The best answer is cheap freight is defined as freight that does not pay enough to cover every part of that truck’s budget, including profit.