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Some DON’TS at the truck stop! Every trucker should know!

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Some DON’TS at the truck stop! Every trucker should know!

“In order to learn more about Some DON’TS at the truck stop topic check out: ? https://en.truckdispatchertraining.us/

We provide you with one month of FREE usage of the DAT Power load board. Follow the link to get it: http://www.dat.com/power/1990719

Our video is showing “”Some DON’TS at the truck stop”” topic valuable information but we try to cover the following subjects:
-what not to do at truck stops
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-truck stop etiquette

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Some DON’TS at the truck stop! Every trucker should know!

“In order to learn more about Some DON’TS at the truck stop topic check out: ? https://en.truckdispatchertraining.us/

We provide you with one month of FREE usage of the DAT Power load board. Follow the link to get it: http://www.dat.com/power/1990719

Our video is showing “”Some DON’TS at the truck stop”” topic valuable information but we try to cover the following subjects:
-what not to do at truck stops
-safety at truck stops
-truck stop etiquette

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Some DON’TS at the truck stop! Every trucker should know!

“In order to learn more about Some DON’TS at the truck stop topic check out: ? https://en.truckdispatchertraining.us/

We provide you with one month of FREE usage of the DAT Power load board. Follow the link to get it: http://www.dat.com/power/1990719

Our video is showing “”Some DON’TS at the truck stop”” topic valuable information but we try to cover the following subjects:
-what not to do at truck stops
-safety at truck stops
-truck stop etiquette

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How to work with DAT Load Board? In-depth training in 2022

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The SAFER system | How does it work?

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Trucking Insurance Price | Lease On To A Carrier Or Start Own Authority: What Is Better?

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What every truck driver has to know from driver?

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Arizona Oversize/Overweight Permits

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Arizona Oversize/Overweight Permits
The Class A oversize/overweight permits are issued for vehicle and load combinations that are within specific size and weight limits. The load must be nonreducible. The Class A permit is issued for a single trip or 30 days. Class A permits are issued only for travel on state routes.

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Permits for use of other than state routes are procured from the proper local authority. Please see our routing contacts below for more information. For the city of Phoenix, see the Phoenix Police Department’s oversize/overweight load permits.

The following eligibility criteria must be met before issuing a Class A permit:

  • Is nonreducible
  • Has a specifically described load
  • Has a width and/or load is 14 feet or fewer
  • Has a height and/or load is 16 feet or fewer
  • Has a length and/or load is 120 feet or fewer
  • Has a combined weight of vehicle and/or vehicle combination is 250,000 pounds or fewer

If a load projects from the side of the vehicle and the load is 12 inches or more deep, the projection must not exceed three feet on either side.

If a load projects from the side of the vehicle and the load is less than 12 inches deep, the projection must not exceed two feet on either side.

This permit may not be used to routinely transport legal loads on over-width trailers.

A vehicle must be currently registered for 80,000 pounds.

For information on permitting non-reducible loads that exceed any of the dimensions above, please see Class C Permits page.

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Fees

 – Oversize single-trip: $15
 – Oversize 30-day: $30
 – Oversize/overweight single-trip: $75
 – Oversize/overweight 30-day: $75

Permits can be purchased by one of these methods:

 – Online
 – National permit service
 – Mail (using the address on the application form)
 – In person at these port and commercial permit locations (using the application forms)
For more information, please see Permits FAQ.

Routing Contacts

 – City and County Routing Contacts
 – Trip Evaluation: Login to ADOT ePRO to check your route before you go; located at bottom center of ePRO menu page
 – AZ511: Alerts and information that may impact your travel: traffic, road conditions and closures
 – ADOT Maps: including milepost information and rest area locations

Texas Oversize/Overweight Permits

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Texas Oversize/Overweight Permits
Vehicles and loads that exceed legal size or weight limits need an oversize/overweight (OS/OW) permit and route from the TxDMV to travel on Texas roads.

For assistance in determining the permit types available for your vehicle and/or load, log in to the Texas Permitting & Routing Optimization System (TxPROS) and select the Permit Wizard, or call us at (800) 299-1700.

The normal hours of operation for our Oversize/Overweight Permits Office are 7 a.m. – 5 p.m. Monday through Friday and 6 a.m. – 2 p.m. on Saturday. REMINDER: The toll-free phone line shuts down 30 minutes prior to the end of office hours each day.

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Texas Size and Weight Limits

Texas has established size and weight limits for vehicles and loads moving with or without an oversize and/or overweight permit on Texas roadways and bridges.

Width is measured from the outside points of the widest extremities, excluding safety devices.
Height is measured from the roadbed to the highest point of the load or vehicle, whichever is higher.
Length is measured from the foremost point of the vehicle or load, whichever extends further, to the rearmost point of the vehicle or load, whichever extends further.
Weight includes the weight of the vehicle or combination, plus the weight of the load being transported.

The following maximum dimensions may be operated on Texas’ highways without a permit:

– Width:

  • Passenger vehicle (and its load) – 8′
  • All other vehicles (and loads) – 8’6″

– Height – 14’
– Length:
Vehicle Type Length Limit
Single motor vehicle 45 feet
Truck-tractor Unlimited
Semitrailer, of two-vehicle combination 59 feet
Two-vehicle combination, other than a truck-tractor combination  65 feet
Three-Vehicle combination other than truck-tractor combination  65 feet
Each trailer or semitrailer of a twin-trailer combination 28.5 feet
Stinger-steered auto/boat or traditional auto/boat transporter (truck-tractor)  Unlimited
Truck towing a trailer transporting boats 65 feet
Front overhang 3 feet
Rear overhang 4 feet

 – Weight: 

  • Gross – 80,000 pounds maximum
  • Single axle – 20,000 pounds
  • Tandem axle group – 34,000 pounds
  • Triple axle group – 42,000 pounds
  • Quad axle group – 50,000 pounds 

1. Length limit may only be increased with a permit if the vehicle combination complies with the permit requirements both with and without a load

2. Length may not be increase with a permit

3. Semitrailer length may not be increased with a permit

4. The basis for maximum legal weight is the number of axles. This information, in conjunction with the Permissible Weight Table, is used to determine maximum legal weight for a vehicle.

5. An axle group must have a minimum spacing of 40 inches between axles within the group

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Route Inspections for Oversize/Overweight Permits

In addition to the requirements of the permit type you are applying for, if your vehicle or load exceeds one of the following dimensions, you must apply for and certify a Route Inspection prior to your permit being issued.

Width – 20′
Height – 18’11”
Length – 125′
A representative of your company must physically inspect the proposed route to ensure the safety of the load, traveling public and the state infrastructure. A company representative must certify (sign and date) the route inspection proposal after the route has been physically inspected.

Illinois Oversize/Overweight Permits

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Oversize Permits

IDOT is authorized by the Illinois Vehicle Code and the 92 Illinois Administrative Code 554, Sub-chapter F, with respect to highways under its jurisdiction that IDOT may, at their discretion, upon application and good cause being shown therefore, issue special permits authorizing the applicant to operate or move a vehicle or combination of vehicles of a size or weight of vehicle or load exceeding the maximum specified in this Act or otherwise not in conformity with this Act upon any highway under the jurisdiction of the state of Illinois. An Oversize/Overweight permit is required, when a vehicle or load exceeds legal sizes and weights, and is to be moved upon or across a highway for which the state is responsible. Permit applications are reviewed for bridge tolerances, construction zones, height clearance and several other safety concerns. The new Illinois Transportation Automated Permit system (ITAP) system allows customers to go online and apply. Most permits are immediately issued. Oftentimes, in order to complete your move, roads NOT authorized to be permitted by IDOT may be necessary. In all such cases involving local jurisdiction roads, permittees MUST obtain permission from appropriate local authorities prior to movement.

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To determine the type of permit that is needed, as well as the fees associated with the permit, please refer to the Illinois Vehicle Code  or contact the Illinois Oversize/Overweight Permit Office in person, by telephone, or by email per the information below.

Illinois Department of Transportation,
Bureau of Operations, Permit Office,
2300 South Dirksen Parkway
Springfield, Illinois 62764
Telephone: (217) 785-1477, if calling from Springfield area or out of state; (800) 252-8636 if calling from an Illinois number but outside of Springfield area
Email: dot.permitoffice@illinois.gov

If you are moving an implement of husbandry, as defined in the IVC 625 ILCS 5/1-130, and you are over-width only.

Before you apply
Before you order your permit, please gather the following information:

1. Will this be a single or round trip move?
2. Will the object being moved be loaded on a trailer, towed by a truck while on its own wheel base, or driven under its own power.
3. What is the object being moved (Load Description), including two (2) of the following three (3) items if the load is overweight; manufacturer, model number or serial number of the load being moved (not the vehicle moving it).
4. Overall dimensions (width, length and height) of the truck/trailer when loaded or the own powered unit.
5.If overweight:
  • License plate and state of the hauling unit, if exempt, serial number of the own powered unit
  • Gross weight
  • Individual axle weights
  • Individual axle spacing in feet and inches between each set of axles

6. Origin of load:

    – If starting within Illinois, an exact address can be used.
   – If entering from a state line, you will need to know which one of the five (5) bordering states (IA, IN, KY, MO or WI) and the route traveling on when entering Illinois.
7. Destination of load:
   – If ending within Illinois, an exact address can be used.
   – If exiting Illinois into one of the five (5) bordering states, you will need to know which one and the route traveling on when exiting Illinois.
8. Specific route(s), if any, driver is wanting to utilize.
9. For interstate movements, you must obtain a U.S. DOT number.

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NOTE:  Permits issued by IDOT are for travel upon state jurisdiction roadways ONLY.  You are required by law to obtain permission from any local jurisdiction, including municipality, township, county or skyway, or from the Illinois Toll Authority PRIOR to moving on local jurisdiction roadways, toll roads or when crossing toll structures.

New York Oversize Permits

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New York Oversize Permits
PERMITS: New York oversize permits are valid for five travel days. New York City permit is good for one several hour period, either day or night depending on dimensions and routes. New York Thruway usually one to three days.

OPERATING TIME: One-half hour before sunrise to one-half hour after sunset, Monday through Friday, and may travel on Saturday until Noon, if not over 12′ wide or 72′ long (85′ on approved routes), legal height, and able to “maintain traffic flow speed.” This includes I-84 and other NY Thruways. Overweight only up to 96,000 pounds may travel 24/7.  Movement not allowed on major holidays, and Friday afternoons before some holiday weekends.  New York City: Night travel may be allowed or it may be required in New York City or on Long Island, depending on dimensions.
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RESTRICTED TRAVEL: At 14′ wide, 14′ high, 90′ long, no travel through business districts between 7:00 a.m. – 9:00 a.m. and 4:00 p.m. – 6:00 p.m. At 16′ wide, 15′ high, 100′ long or greater, no state travel between 7:00 a.m. – 9:00 a.m. and 4:00 p.m. – 6:00 p.m.. No travel on major holidays. Travel shut down is usually 12:00 Noon the day before a holiday or holiday weekend. NYC is more restrictive. Other time restrictions may be listed on permits for local areas.
New York City: Separate permit is needed. Travel restrictions are numerous and permits/escorts are expensive. Permits for city are issued for one period either at night or during the day, not both. Over 10′ wide, except on Interstate and truck routes, has to be a night move (10:00 p.m. to 5:30 a.m., Monday through Thursday, and 12:01 a.m. to 5:30 a.m. Friday night-Saturday morning (after midnight) and Sunday night-Monday morning. On Interstate and George Washington Bridge only, over 10′ and less than 12′ wide may travel Monday through Friday 11:00 a.m. to 2:00 p.m.. Over 80,000 pounds gross weight has to be a night move, route survey required to get permit. (Note: NYC DOT sometimes requires night travel for smaller loads). Special permission may also be needed on bridges going into NYC.
NY Thruway: Separate permit is needed for the Thruway. Thruway includes I-87 (NYC to Albany), I-95 (NYC to Connecticut), I-287 (connecting I-87 with I-95), I-90, and I-190 (connecting Buffalo with Niagara Falls). Loads over 13’6″ height are not allowed. Overweight permits are very expensive on the NY Thruway so we normally avoid it.
LEGAL DIMENSIONS
Length:
  • 53′ semi-trailer on Designate Highway system and NY Access Highways
  • 48′ trailer and 65′ overall length on non-qualifying highways, in NYC and on NY Thruway
  • Trailer exceeding 48′ must have kingpin setting of 43′ or less from kingpin to center of rear axle
NYC:
  • 53′ semi-trailers and units longer than 65′ overall only legal on I-95, I-295 and I-495, traveling from the George Washington Bridge to Long Island
  • Otherwise, 55′ is legal length in NYC
Width: 8’6″ (8′ in NYC and roads with less than 10′ wide travel lanes)
Height: 13’6″
Weight: 80,000 Gross
  • Single – 22,400
  • Tandem – 36,000
  • Tridem – 54,000
Note: Axles less than 46″ apart are considered as one axle.
Over length Permit Exemptions: Permits are not required for loads of poles, girders, beams, columns or similar objects if only legal length is exceeded. This may not apply in NYC area.
ROUTINE PERMIT LIMITS
Length: No set amount: state determines on individual basis.
Overhang:
  • Maximum rear overhang shall not exceed 1/3 the length of load, 2/3 of which must rest on the trailer bed
  • Front overhang may not exceed 15′
Width: No set amount: state determines on individual basis. NY Thruway – 16′ wide maximum.
Height: 14′ and over (over 13’6 on Thruway) requires a route survey.
Weight:
  • Gross Weights
  • 5 axles – 120,000
  • 6 axles – 130,000
  • 7 axles – 140,000
  • Axle Weights
  • Single – Depends on route and tire size
  • Tandem – 50,000
  • Tridem – 60,000
  • Quad – depends on route/tire size
You must be registered for at least the amount of weight you are permitting for New York.
Superloads: Any vehicle or combination which is:
  • over 16′ wide
  • 16′ or greater in height
  • Over 160′ in length
  • 200,000 pounds or greater in gross weight is treated as a superload. At least 2 weeks are required for approval.
ESCORTS
Length:
  • 80′ to 99’11” – 1 escort
  • 100′ and over – 2 escorts, 3 on two-lane highways
  • 160′ and over – 3 escorts
New York City:
  • Over 65′ long – 1 escort
  • Going to Long Island requires 2 escorts
Overhang: Over 10′ front or rear overhang – 1 escort.
Width:
  • Over 12′ – 1 escort
  • 16′ and over – at least 2 escorts (3 may be required)
  • Over 16′ – police escort
  • Over 15′ on NY Thruway also requires Thruway Traffic Safety Supervision Escort
New York City:
  • Over 11′ – 1 escort
  • Over 14′ – 2 escorts
Height:
  • 14′ and over – 1 escort with pole, and a route survey is needed to apply for permit
  • Over 15′ may need to provide a bucket truck
  • Over 16′ – police escort
  • On Long Island, escort required for over 13’6 high
Weight: Over 200,000 pounds – police escort. Speed, etc.: Police escort also required whenever a vehicle must centerline a bridge or highway. Escort also required if permit vehicle cannot maintain normal highway speeds (within 20 mph of posted speed).
BRIDGES: Toll for most legal weight loads is $30.00 State bridges (like the George Washington Bridge) charge it only one way if coming out empty; city bridges charge it both ways. Bridge permits are needed for some loads.
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SIGNS & FLAGS: “Oversize Load” signs are required to the front and rear on all oversized loads, including high loads. Red or orange fluorescent flags (18″ square), mounted on staffs, are required at all corners at the extremities of load or trailer for any over width or over length load. (For night moves, use amber warning lights to front or side in place of flags, and red warning lights to rear). Overhang of 4′ or more requires flags on staff at end of load or lights at night (two flags required at extremities of overhang if width of overhang is more than 2′).  All headlights and external lights must be turned on for wide, high, or over length loads. For wide or high loads (over 8’6″ wide or 13’6″ high), power unit must have a minimum of one amber light (6″ minimum to 9″ maximum in size) located on top of the vehicle and visible in a 360-degree radius. In New York City, loads over 10′ wide must have two flashing yellow lights at each end of the load; loads over 14′ wide require two steady yellow lights attached to rear of the load.
NYC Note:
Loads going into or through New York City require a permit and one escort if overall length exceeds the legal length of 65 feet!  This also applies when trailer is empty after dropping a load in NYC area.

Freightliner Argosy

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Freightliner Argosy
The New Generation Freightliner Argosy is the only COE truck that gives you the complete package. The choice of either Detroit Diesel DD15, Cummins ISX/Signature EGR or Cummins X15e5 with ADEPT technology, a massive 1,650 square inches of cooling to deliver more capacity and efficiency, eRail technology which increases the durability by cleverly keeping electrical harnesses away from critical engine components, the safety of swing-out steps and the comfort of a truly spacious cabin which ensures you can stay more productive for longer.

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Features and benefits

 – A flat floor and dash mounted gearlever allow for easy walk-through
 – Aerodynamic mirrors that are electronically adjustable and heated with spotter mirrors
 – Electric windows and door locks.
 – Aero kit – easily removable (mid roof only).
 – Ample internal storage.
 – Uncompromised view with curved 24 degree aerodynamic windscreen.
 – Adjustable steering column with telescopic and tilt capacity.
 – SmartShift™ fingertip control over Eaton UltraShift transmissions.
 – Cummins X15e5 includes Advanced Dynamic Efficient PowerTrain (ADEPT) with                   SmartCoast™ amd SmartTorque2 (ST2) which can deliver up to 6 percent better fuel             economy.

 – Available in 6×4 and 8×4 configurations.

Engine

Offering the best from North America’s best engine manufacturers, Freightliner’s New Generation Argosy has power you can trust. With a choice between Detroit Diesel’s ground-breaking DD15 or Cummins ISX/Signature/X15e5 power plants. With up to 600hp and 2050 lb-ft of torque on offer, and all of it ADR80/03 compliant, there’s barely a load the Argosy won’t handle with ease. It’s got your back.

You’ll get:

  • Option of Detroit Diesel DD15 engine with up to 560hp (418kW), 1,850 lb-ft or Cummins ISX and Signature Engines with up to 600 hp, (448kW), 1,850/2,050 lb-ft.
  • Detroit Diesel’s DD15 market leading warranty – “Extended Warranty Agreement” (EW2) provides operators with peace of mind: 5 years*/1,000,000 kilometres*/500,000 litres fuel burn*/15,000hours*.
  • Smoother, quieter engine with integrated Jacobs Engine Brake means lower emissions, lower noise and reduced vibration with the Detroit DD15.
  • Available with Eaton Manual, or UltraShift with SmartShiftTM paddle.

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Style and comfort

It’s arguably the roomiest, most comfortable and safest cabin on the road. Any road. For a driver, the New Generation Argosy has it all – from the legendary swing out steps, to a completely flat floor and up to 6’7” of headroom. Add to that the Seats Inc, XTREME HD air suspended seats, fully adjustable steering column, an ergonomic dash and up to 51” wide bunks, and you can understand why it’s been called the world’s most comfortable workplace. It’s got your back.
 – Ergonomic dash – lowline instrument panel for improved visibility.
 – Burl wood grain with bright finish instrument bezels, ivory gauges.
 – SmartShift™ fingertip control over Eaton UltraShift.
 – Electric windows and door locks.
 – Cruise Control.
 – Adjustable steering column with telescopic and tilt capacity.
 – Sleeper cab privacy curtains.
 – Spacious ‘stand up’ driver friendly living area with up to 6’7” of headroom for easy cabin       movement.
 – Ample internal storage.
 – Large bunk and sleeping area.
 – Range of bunks up to 51″ wide with twin bunk in raised roof option.
 – Flat floor throughout cab.
 – Swing out driver’s side staircase with optional passenger’s side staircase for safe cabin          access.

 – Cabin’s ranging from a 90” mid-roof sleeper to 110” raised roof sleeper.

Freightliner Coronado 114

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Freightliner Coronado 114
Freightliner’s new Coronado 114 is a truck that has been considered, designed and built to ensure it excels in its specific roles. With a short bumper to back of cab, set forward front axle, low tare and big bore engine, this truck is all about maximising loads – and your income – in a range of configurations.

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Features and benefits

Created just for the Australian market and tested exhaustively to ensure it can easily handle our extreme conditions the Freightliner Coronado 114 is the truck so many operators have been waiting for. And whatever work it does, it will always look great with its chrome grille, twin side-mounted exhausts and dual air horns.

Configurations include:
 – Tipper & Dog
 – Pocket B-Double
 – Tanker
 – B-Double
 – Single Trailer
 – Light Weight Fuel

Engine
The Freightliner Coronado 114 boasts an engine you can trust for the long-term – the powerful, and proven, big bore Detroit Diesel DD15.
Available from 475 – 560 hp, with no engine hardware change required, the DD15 can deliver up to 1850 lb-ft of torque whenever you need it.

 – Detroit Diesel DD15. Upgradeable to 560 hp with no engine hardware change
  • 475 hp (354 kW), 1,650 lb-ft
  • 505 hp (377 kW), 1,650 lb-ft
  • 500 hp (373 kW), 1,850 lb-ft
  • 530 hp (395 kW), 1,850 lb-ft
  • 560 hp (418 kW), 1,850 lb-ft
 – Exhaust, horizontal After Treatment Device (ATD) with vertical or horizontal outlets 1,700 in 2 (10,968 cm2) aluminum radiator
 – Donaldson PowerCore air filter with dual pre-filters
 – Borg Warner Viscous fan clutch

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Style and comfort
This is where Freightliner draws the line – the line between outside and inside.

The Coronado 114 easily works in the dust and dirt, the rain and mud, the heat and the flies.But that doesn’t mean you have to. Double door seals, noise abatement material and thermal insulation isolate the driver from the harsh world outside, while ‘pillow block’ front cab mounts dampen down the lumps and bumps of the road – no matter how bad it is. 

There are three cabin types to choose from; a Day Cab and two Sleepers, a roomy 34” single and a generous 58” XT (extra tall) version. Not only are the cabins wider than most, there’s also plenty of headroom thanks to Freightliner’s famous flat floor throughout. Made of lightweight but highstrength aluminium, the Coronado 114 cabins not only deliver a low tare they also increase driver safety, exceeding Europe’s stringent crashworthiness standards (ECE -R29)

With an air-conditioning and heating system, premium high-backed, airsuspension seats with lumbar support, a fully adjustable chrome and leather steering wheel, an ergonomically designed injection-moulded two-tone dashboard, wood grain features, and interior trims in either studded vinyl or cloth, the Coronado 114 has the kind of cabins you won’t want to leave.

Freightliner Coronado 122

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Freightliner Coronado 122
Ready to haul heavy loads on rough surfaces all day, every day, the Coronado 122 is the king. With a classic square grille and hood, this occasional / high Gross Combination Mass specialist is a truck that looks the business and can do the business. Of course, big loads come in different shapes and sizes, and in different places, so Freightliner has ensured the SD can be adapted to perfectly suit your needs and maximise your opportunities to profit. As a rigid it is perfect for vocational roles. It’ll have no problem negotiating the roughest construction sites with a fully loaded tipper and dog.

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Features and benefits
  • All the major components – cooling, air intake, suspension, electronics, chassis, cabin etc. – have been strengthened, upgraded or redesigned to maximise reliability.
  • Meritor rear axles rated up to 23,580 kg, verticle load, driver controlled differential locks, traction control, optional Roll Stability Control, duel levelling valves and a range of optional air bag rear suspensions.
  • Choose from Eaton’s manual or Ultrashift Plus with SmartShift™ paddle control conveniently mounted on the steering column.
  • Select from a range of wheelbases and a number of different frames and frame reinforcements.
  • Tandem rear axles rated to 23,580 kg can be fitted.
  • Four suspension packages to choose from – including Freightliner’s TufTrac™ suspension, which is designed to provide maximum traction in high articulation environments.
  • A generous wheel cut provides optimal manoeuvrability for tight vocational situations.
  • Stylish headlights turn night into day with excellent illumination that’s far superior to older, sealed beam designs.
  • Electrical wires are bundled and attached to the frame rail, to minimise any rubbing or chaffing.
  • Lightweight cab made of high-strength aluminium and exceeds Europe’s stringent crashworthiness standards (ECE-R29).


Engine
Heavy hauling? No problem. The Coronado SD is your trusted workhorse. Rated up to 140,000 kg Gross Combined Mass (GCM), it’s a lean, mean machine with a tare weight from just 7,857 kg. That’s a key figure when you’re getting paid by the tonne. Choose between two engines – the Detroit Diesel DD15 or the Cummins ISX – and eight power options from 485 hp through to 600 hp and up to 2,050 lbs-ft of torque. Both engines are fully ADR80/03 compliant and can be upgraded without changing the engine hardware. To ensure you can make any pick up or delivery, regardless of the conditions, the Coronado Severe Duty comes standard with driver-controlled differential locks.

Option of Detroit Diesel DD15 engine with up to 560 hp (418 kW), 1,850 lb-ft or Cummins ISX/Signature Engines with up to 600 hp, (448 kW), 1,850/2,050 lb-ft.
Detroit Diesel’s DD15 market leading warranty – “Extended Warranty Agreement” (EW2) provides operators with peace of mind:
 – 5 years*
 – 1,000,000 kilometres*
 – 500,000 litres fuel burn*
 – 15,000 hours*
Smoother, quieter engine with integrated Jacobs Engine Brake means lower emissions, lower noise and reduced vibration.
Available with Eaton Manual, or Ultrashift with SmartShiftTM paddle

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Style and comfort
Freightliner’s new Coronado 122 has been designed so it can handle the toughest conditions, while you don’t have to.

Dirt, noise, heat and cold are kept well at bay, while the bangs and bumps are smoothed right away. The Severe Duty has five cabin variations – from a Day Cab through to the luxurious 58” raised roof dual bunk sleeper. The cabins are big as well as comfortable. They are up to 200mm wider than most and thanks to Freightliner’s famous flat floor there’s plenty of head room as well. The air conditioning and heating system is one of the best you’ll find.

Front cab mounts using a ‘pillow block’ design ensure vibration and shocks are effectively dampened, while air springs on the rear mounts ensure the driver will always be able to ‘feel the road’. Seat Inc, XTREME HD high-backed seats make the ride even more pleasant, along with a fully adjustable chrome and leather steering wheel. The ergonomically designed dashboard is injection-moulded for impressive two-tone looks and additional durability.

The interior also features Oregon burl wood trim, ivory coloured gauges and interior trim levels in either studded vinyl or cloth. Double seals on the doors provide superior insulation and noise reduction when you’re driving. And, when it comes time to sleep you’ll appreciate the noise abatement material that’s packed into the cab’s floor, front wall, sides and back panel.

You’ll also appreciate the separate bunk control panel that can adjust the heater, air-conditioner and lights. There’s also a stow-away bunk for extra bed space if it’s needed in the 58” raised roof model. Well placed cabinets throughout the cabin provide maximum storage space. There’s a TV cabinet, a clothing rack and pull-out writing surface.

Freightliner Coronado

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Freightliner Coronado
The Coronado is Freightliner’s traditional on-highway truck and features an aerodynamic design, a spacious cab and a wide range of powerful engines. In the last years, the truck has been continuously improved as Freightliner added a host of advanced technologies and a wide range of enhancements to make it able to go head to head with success against the other trucks in the segment.

The Freightliner Coronado is suited for a wide area of applications such as local or single-trailer distributions or major B-double line haul jobs. The engines available for Freightliner’s rig are either the Detroit Diesel DD15 or Cummins ISX units with power options ranging from 485-600 hp.

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The Freightliner Coronado is priced around $120.000 and is available in three cab versions (Day, Extended and Sleeper) with four heights configurations.

Design
The Freightliner Coronado features a robust and imposing design with a conventional cab configuration. The huge stainless steel grille, the square bonnet and the massive bumper give it a purposeful stance. Besides the radiator grille, there are also two air intakes mounted on the side of the bonnet which minimize the intake of water, dust and debris.

Freightliner has also paid maximum attention to the truck’s aerodynamics. As a result, the Coronado’s curved windscreen is sloped at 24 degrees to reduce wind resistance, while the bonnet guards, headlights, mirrors, air intakes, the angled front bumper and the bonnet handles were designed to offer a low drag coefficient.

The bonnet tilts almost 90 degrees and features a tilt mechanism for easy access to the engine. To keep the overall weight to a minimum, the bonnet is made of fibreglass, being also easy to repair thanks to its ‘parting lines’ design. The bonnet guards are reinforced with impact absorbing material to help eliminate damage and cracks.

The truck’s headlights are a bit rudimentary for our taste, but they feature a single high-tech reflector providing adequate front and side illumination. The bulbs are also pretty easy to change as all you have to do is tilt the cab.

We also like that Freightliner has fitted the Coronado with a two piece windshield designed to make replacement easier and cheaper than a conventional once piece unit.

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Interior
Thanks to the well placed grabs and the anti slippery steps you’ll be able to climb inside without too much drama. As it was expected, the cabin offers plenty of space with more head- and leg-room than you’ll probably need. In fact, the cab is up to 20 centimeters wider than most of the conventional cabins available on the market and is also pretty solidly built being able to exceed rigorous crash-worthiness standards.

The squared dashboard design however, looks a bit dated compared to other trucks in the segment and we’ve growing tired of the Freightliner’s fake wood trim which doesn’t do anything to give the dash a modern feel. On the other hand, we like its wraparound design as it is highly functional and easy to use. The controls are also well placed and we also like the instrument cluster layout which is fairly easy to understand and its huge white gauges are designed to be seen even from a mile away.

For more convenience, the truck received a completely flat floor which makes it easy to move throughout the cabin. We don’t have any complains about the high backed seats either, as they are fairly comfortable and come with a wide range of adjustments. Moreover, the truck’s four spoke steering wheel is wrapped in leather and can also be adjusted for reach and rake allowing you to easy find a comfortable driving position. As most trucks in the segment, the all round visibility is also top notch and the plate sized door mirrors are pretty good too, keeping the blind spots to a minimum level.

The cabin is also well isolated, while the large, rigid doors come with double seals for superior noise reduction, offering a quiet and relaxing ride. Furthermore, the sleeper cabs are packed with noise abatement material in the floor, front wall, sides and back panel. The front cab mounts feature a ‘pillow block’ design for efficient isolation, while the rear mounts use air springs mounted outside the frame rails. There is also available a separate control panel which permits you to adjust the heater, air conditioner and lights.

For enhanced comfort, the big cabinets feature plenty of storage spaces and there is also available a stow-away bunk in the raised roof model providing extra bed space when it’s needed.

Engines And Transmissions
The Freightliner Coronado is available with a choice of Detroit Diesel DD15 and Cummins ISX engines.

The DD15 unit features a powerful integrated Jacobs Engine Brake, an Exhaust Gas Recirculation (EGR) system and BlueTec emissions technology. The engine was especially designed for long haul operations and develops between 455-560 hp with maximum torque figures between 1550-1850 lb-ft.

The Cummins ISX engine meets EPA’s 2010 regulations and features an advanced fuel injection technology, improved cooled EGR subsystem and a VGT Turbocharger. The unit also uses Selective Catalytic Reduction (SCR) technology for enhanced fuel economy and lower emissions. The Cummins ISX power ratings range from 400-600 hp with a maximum 2050 lb-ft of peak torque.

Thanks to these powerful engines the Freightliner Coronado can be rated for 106,000 kgs Gross Combined Mass for general highway use.

The truck is offered with a choice of either Eaton Manual or automated transmissions with Freightliner’s SmartShiftTM paddle mounted on the steering column.

Ride And Suspensions
The Freightliner Coronado features a low tare weight starting from 7,857 kgs, which translates into a bigger payload capacity. Needless to say, that the truck’s chassis is built on heavy duty frame rails which provide a solid backbone. The Coronado’s Meritor rear axles are rated to 20,870 kgs and the rear suspension comes in a choice of Freightliner AirlinerTM or Hendrickson PRIMAXXTM airbag systems. There are also available 6.35 or 6.5 tonne Meritor packages for the front axle.

The ride is pretty comfortable and the suspensions can deal with most of the road bumps with ease, offering a pleasant ride. The pillow-block front cab mount are also designed to offer additional comfort as they can absorb shocks and vibration without too much drama.

Verdict
The Coronado features a heavy-duty built quality and its rugged character is sustained by a strong chassis and powerful engines. The truck may not be the most reliable in the business, but it’s still able to get the heaviest jobs done without any problems. The cab offers a lot of space and despite its relatively dated design is a nice place to be in, with intuitively placed controls and plenty of storage places to make your life on board easier.

Freightliner Columbia truck

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Freightliner Columbia truck

The combination of a high-power Caterpillar C15 engine and the light tare of the Freightliner Columbia makes for a useful intrastate prime mover. Tim Giles hits the road.


When the new specifications of the 2008 range for Freightliner was announced the increased power available in the Columbia went unremarked.

But by specifying higher power in the Columbia model Freightliner has extended its capabilities up into the intrastate B-double market.

This test sees the truck hauling a combination loaded to just under 60 tonnes out of Melbourne for a trip along the Princes Highway through East Gippsland.

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The route is relatively flat but has enough variation in it to replicate the kind of work this truck will be expected to do day-in and day-out, with some open highway running and regular towns en route to get through with tricky tight road junctions to test the manoeuvrability of the truck plus some short climbs to gauge the power available.

This model seems to epitomise both the best and the worst of what the North American truck has to offer in Australia.

The tough and reliable driveline is matched with a superstructure kept sparse by the extremely price conscious United States truck market.

Firstly, it offers a solid, dependable and excellently engineered driveline, most of it not Freightliner product but vendor supplied to the manufacturer by industry stalwarts like Cat, Roadranger and Meritor.

Secondly, the cabin itself is lightweight with minimal options in the way of extras fitted and with enough room for driver and passenger and very little else.

The US fleet market requires very little in the way of creature comforts for drivers and Freightliner offers a similar basic day-cab specification to its North American competitors.

What the Freightliner Columbia does have is a sleek modern look with its well curved front bonnet with inset teardrop headlights, making it look to have a relatively low drag coefficient.

The mirrors are shrouded and are painted the same colour as the bodywork, further reducing drag, and the exhaust stacks are tucked neatly behind the cab.

The enclosed mirrors work better than the ‘west coast’ style mirrors having rectangular rear view and spotters, taking up less space and giving the driver a better idea of what’s going on behind the cab.

Also, a useful down facing mirror is fitted on the passenger side to cover the blind spot on the near-side of the cab.

Visibility from the driver’s seat is relatively good for a conventional prime mover with a large engine.

The bonnet is quite large but does not compromise the view much and the windows are large enough to help see around the truck. However, a small window in the passenger door would improve the near-side visibility if fitted.

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Engine
The day cab Columbia was fitted with a Caterpillar C15 ACERT engine rated at 550hp and putting out 1,850 ft lb of torque. The driveline continues to the Meritor RT46-160GP rear axles with a 3.91:1 rear axle ratio.

This set-up is designed to give the operator enough flexible power to handle intrastate work plus keep rpm levels down at cruising speed.

The new ACERT engines are designed to work hardest low down in the rev range and spending too much time operating in the higher rev band around 1,800 rpm can lead to a considerable fuel efficiency penalty.

Luckily, the C15 has enough real grunt to mean the driver can keep the revs down, changing up a gear as the tachometer approaches 1,500 rpm without losing momentum.

The new ACERT Cat sounds like a big engine, feels like one from the driver’s seat and when push comes to shove delivers the grunt, when required, to handle 60 odd tonnes of B-double.

This capability is coupled with the relatively light Columbia design with optimised chassis design and very little steel in the cab itself. Tare weight is claimed by Freightliner to be 7,788kg for cab and chassis only.

The actual tare of the model tested is not that low but this model must be one of, if not the lightest, 550hp prime mover available on the Australian market.

Transmission
The Caterpillar C15 engine is backed by a manual Roadranger 18-speed gearbox.

Cab And Controls
Once inside the cab is surprisingly spacious with plenty of headroom and no feeling of being cramped for space. While there is plenty of room the same cannot be said for useable storage for the driver — it is minimal.

The left-hand drive design allows for a large pocket on the driver’s door. This is not replicated on the other side, the Australian driver’s door. Instead, a blanked off visibility window in the lower door reduces the size of the pocket drastically.

Elsewhere in the cab there is little room to store anything for the driver; even the logbook had to live on the passenger seat on this test. There is plenty of floor space for some form of storage and regular Columbia drivers will be able to improvise their own solutions between the seats.

Inside the cab the wraparound dash is definitely mounted close enough to the driver to be easy to use. The timber effect on the dash does not look very wooden; plain plastic would probably have looked better.

On the right of the central console the trailer brake is mounted in a good position where it is mounted close to the left hand.

At the bottom of this console there are two drinks holders and it would seem the drinks in the US must come in different sizes as it is difficult to get anything to stay in them when the truck is moving.

The holders do not fold out, they are a solid moulding and as such do not grip the drink in the same way as the more usual fold-away holders.

Overhead there are two DIN spaces for radio and UHF and, in a binnacle to the right, a small push button opening shelf.

There is also a useful pocket a little further away from the driver, difficult to access but would be very useful in a left-hand drive version of the same truck.

The seats themselves are the Ezyrider model available from Freightliner in recent years. They are extremely roomy and comfortable and the right arm rest is useful.

However, the left armrest cannot be used as it rests too close to the gear-stick, making it very difficult to change gear (another argument for fitting more Autoshift gearboxes).

The seat also lacks an integrated seat belt instead using the B pillar to mount the seat-belt.

Performance
Out on the road the ride from the Airliner four bag rear suspension and front taper springs on a 4,550mm wheel base is smooth and steady. Surprisingly, it rides better than the same chassis and suspension on Sterling prime movers with the same wheel base.

The response to the right foot from the Caterpillar engine is typical: power and torque are available but in their own time.

As a driver it is necessary to get into the Cat’s rhythm when changing gear waiting longer for a response than from other engines.

However, when the power or torque does arrive, that split second later, it arrives completely. The feel from the engine is reassuring and never appears to be working too hard, coping with the task with aplomb.

This combination will have little trouble handling full weight B-double work in and around the city with the broad top torque band making for relaxed gear changing.

Tackling a roundabout in Sale and this driver decided to leave the truck in the top box.

Approaching in fifth gear low and turning right on a tight roundabout pulling a fully loaded B-double set is quite an ask and the whole combination came around at 900 rpm. There was a little bit of vibration in the driveline but it proved very easy.

Generally, there is quite often some vibration coming from this engine and driveline; the power and torque could be described as being heavy handed.

This is possibly as a result of the combination of high, heavy power and a relatively lightly built chassis system.

This year has seen the introduction of a new system from Freightliner with the new splayed front section of the chassis making room for a unified engine and radiator package developed for the new lower emission engines.

The 1,625 square inch radiator is mounted directly onto the engine before being slotted into the chassis.

This makes for a more compact package as the radiator can be mounted closer to the fan as there is no movement between the two out on the road.

By moving over to this new mounting system Freightliner has managed to increase cooling capacity for the hotter 2008 engines without having to make major engineering changes on the shape of their conventional trucks.

All in all the move up the horsepower ratings works well for the Columbia, with truck buyers only needing to choose Century Class at around the 600hp mark.

This extension of the specification does call into question the need for two models in similar areas of the market and explains the introduction in the US of the Cascadia models.

Cascadia covers applications using both Columbia and Century on one platform designed to be flexible enough to suit all needs.

Whether we see this model appear in Australia is not certain but the Century and Columbia models are likely to become more similar over time.

Freightliner Cascadia

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Freightliner Cascadia
The Freightliner Cascadia is a heavy duty semi-trailer truck and the flagship model of Freightliner. It is available in both fuel efficient and high performance models as well as being sold in three versions: Day Cab, Mid Roof XT and Raised Roof.

The Cascadia is the best-selling Class 8 semi truck and is popular among many large fleets.

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Lightweight Options
 – Aluminum frame rails
 – Aluminum wheels
 – Aluminum axle carriers
 – Aluminum fifth wheel
 – Wide-base single drive tires
 – Horizontal exhaust
 – Between-rail plastic battery box

Suspensions
 – Taper Leaf
 – Hendrickson AIRTEK
 – AirLiner

Standard Features
 – Large, comfortable seats
 – Powerful HVAC system with six dash-mounted vents, eight blower speeds and 20 percent greater airflow
 – High-tech thermal and noise insulation
 – Overhead storage console
 – Cab insulation and pre-stressed walls
 – Adjustable tilt-telescoping steering column
 – Wrap-around dash
 – Low-mounted dash and sloped hood
 – Steering wheel mounted controls
 – Large rear windows — 56″ x 22″ combined viewable area in a day cab application
 – Robust pedestal mirror design with power mirror adjustment
 – Up to 50-degree wheel cut
 – Optimized aerodynamics
 – EPA 2010-compliant SCR technology
 – Widely available tool-free standard headlamp bulbs
 – Rugged three-piece bumper
 – Detachable three-piece rain tray and quick rear engine access
 – Gas strut-assisted hood
 – Roped-in windshield
 – Power Distribution Center fuses and circuit breakers grouped in a single location

 – Detroit™ Virtual Technician™ remote engine diagnostics

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Optional Features
  • Hendrickson AIRTEK front suspension
  • Bendix air disc brakes for steer and drive axles
  • Wide-base single wheel and tire options
  • Freightliner SmartShift steering-column mounted transmission controls for automated transmissions
  • Three different dash gauge packages with optional driver message center
  • Enhanced Stability Control
  • Roll Stability Control
  • Qualcomm pre-wire packages
  • LifeGuard RollTek driver and passenger rollover restraint and seat mounted air bag system
  • Driver’s Supplemental Restraint System (SRS) steering wheel airbag
  • Wabco OnGuard™ collision mitigation system
  • Eaton VORAD side object detection system
  • Lane guidance system
  • Eaton VS-400 collision warning and adaptive cruise control system
  • RunSmart Predictive Cruise™ control
  • ParkSmart™ battery powered auxiliary HVAC system
  • Factory installed TriPac™ Auxillary Power Unit powered by Thermo King.

Freightliner’s Century Class CST112

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Freightliner’s Century Class CST112 

Freightliner’s Century Class CST112 has been built to excel in demanding and ultra-competitive environments – from single trailer distribution, intrastate and short haul work to tipper applications.

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FEATURES AND BENEFITS
  – Driver’s Message Centre to deliver timely, easy-to-understand information.
  – A sharp wheel cut provides optimal open highway usage and allows for tight manoeuvring and backing.
  – Electronically controlled gauges show clear and reliable data.
  – Seats Inc, XTREME HD air suspended seats features lateral and lumbar support, state-of-the-art suspension and numerous adjustment options.
  – Advanced HVAC system maximises airflow and keeps temperatures precise personalised comfort and reduced driver fatigue.

  – Easier maintenance – the Century Class hood opens a full 90-degree to make engine maintenance easier. See-through fluid reservoirs allow instant checking of fluid levels and splash shields are mounted on the bonnet rather than the chassis for easy access to the engine.

ENGINE
Everything about the Century Class CST112 is designed to increase efficiency. It’s a truck with the power to perform in demanding environments.

A low tare increases payloads, which are easily handled by Detroit Diesel’s advanced DD13 engine that also delivers easy driving, exceptional fuel efficiency and extended service intervals. Using advanced technology, the Century Class is engineered to simplify maintenance, improve day-to-day economy and prolong life expectancy. 

  – Produces 450hp and 1,650 lb-ft of torque.
  – Undergone more than 10,000 hours of durability testing in Australia and North America – proven durability.
  – Extended up to 40,000 km service intervals reducing service costs and downtime.
  – Market leading warranty:
  • 5 years
  • 1,000,000 kilometres
  • 500,000 litres fuel burn
  • 15,000 hours
  – Jacobs Engine Brake integrated into DD13 to provide 550 BHP of retardation reducing wear on brakes.

STYLE AND COMFORT
Designed to combine light weight with plenty of strength, Freightliner’s aluminium cabs contribute significantly to the CST112’s extremely low tare. With a range of day cab and sleeper configurations available, the Century Class CST112 can be optimised for your needs – and your ultimate comfort. Choose from a Day Cab, 34” Mid-Roof or 48” Mid-Roof. Whatever size you go for, your cab is built with the professional driver in mind.

The Century Class CST112 boasts:

  – Spacious interior with enough headroom to stand and plenty of storage.
  – Insulated floor and walls to keep outside noise to a minimum.
  – Sleeper cabs feature under-bunk storage and separate control panel.

 – Seats Inc, XTREME HD air suspended seats and steering wheel are completely adjustable to ensure driver comfort at all times.

Freightliner Trucks

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Freightliner

Freightliner Trucks is an American truck manufacturer and a division of Daimler Trucks North America. The division is known mainly for the heavy duty class 8 diesel trucks it offers, as well as class 5-7 trucks.

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Freightliner Trucks continue to be the trusted choice for truck drivers, built tough to suit the rugged Australian conditions. So tough and reliable in fact, that we offer an impressive 4-year/800,000km extended warranty across Argosy and Coronado 114 models.


With the thought of long journeys and thousands of kilometres ahead, you can rest assured you’re making a smart business decision. Boasting one of the strongest service networks across the nation and an offer packed with this much value, there has never been a better time to get into a Freightliner.

Designed to offer more freedom in the cab, Freightliner is a huge shift forward in automated mechanical transmission technology.
Mounted to the steering column, hands-on-the-wheel shifting offers drivers more room in the cab and minimises the fatigue that can build up over the course of the day when using a traditional gear-shift transmission. 

Freightliner Class 8 Trucks
Model Family Name Kinds of a model Cab Configuration
WFT (White-Freightliner) Cabover/COE
FLA-Series
Cabover/COE
FLA
FLA 104
FLA 104 64
FLA 75
FLA 7542T
FLA 8662
FLA 8664T
FLA 9664
FLA 9664T
FLB-Series
Cabover/COE
FLB
FLB 100 42T
FLB 104 64
FLB 9664
FLT-Series
Cabover/COE
FLT
FLT 6442
FLT 9664
FLT 7564
FLC-Series
Conventional
FLC
FLC 112
FLC 112 62 ST
FLC 120
FLC 120 64
FLC 120 64 T ;’FLC 120 84
FLD-Series
Conventional
FLD
FLD 112
FLD 120 42 S
FLD 120 64 ST
FLD 120 64 T
FLD 120 HD
FLD 120 SD
C-Series
Conventional
Cascadia (CA125)
Century Class
Century C120
Columbia (CL120)
Century Class S/T
Coronado (CC132)
Coronado SD
Classic Series
Conventional
Classic
Classic XL
108SD AB
Conventional
114SD AB
114SD AF

Freightliner Class 8 Trucks
Model Family Name Kinds of a model Cab Configuration
Business Class (FL-Series)
Conventional
FL 112
FL 50
FL 60
FL 70
FL 80
Condor Low-cab COE
Cargo Low-cab COE
Business Class M2
Conventional
Business Class M2e Hybrid
Business Class M2 106
Business Class M2 112
Business Class M2 106V
Business Class M2 112V



Peterbilt 325 Description

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Peterbilt 325
Versality

Up for Any Application
Available exclusively as a truck, and perfect for light- and medium-duty applications, the Model 325 is a hardworking Class 5 powerhouse with no commercial driver’s license required for operation. With a GVW of 19,500 lbs., it thrives with the 200-325 hp output of the PACCAR PX-7 Engine under the hood. It’s ideal for pickup and delivery, landscaping and municipal utility applications.

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Proven durability. Superior performance

The Heart of Peterbilt Medium Duty
The 6.7-liter PACCAR PX-7 Engine delivers superior performance, minimizes operational costs and maximizes uptime for medium-duty customers. Reduced maintenance, long service intervals and excellent fuel efficiency add up to a superior lifetime value. On the 325, the PACCAR PX-7 is available in horsepower ratings from 200 to 300hp and offers 660 lb-ft of torque.

Peterbilt craftmanship

Enduring Dependability
The Model 325 is constructed with an all-aluminum cab that is lightweight for fuel efficiency and corrosion-resistant for durability. The Metton hood is lightweight but strong, and tilts open a full 90 degrees for easier access to key service points. The stainless steel grille surround is long lasting, and its durable design protects the engine cooling system.

Interiors

Where Form and Function Work
The ergonomic dash features LED backlit gauges that are easy to read, a driver information display for critical vehicle data and rocker switches within easy reach. Power controls for door locks and power windows are conveniently located in the door panel, and a multi-functional turnstalk and easy-to-read driver information center provide a comfortable, ergonomic driver environment. An in-mold process embeds color directly onto the dash for a long-lasting finish, virtually eliminating fading, scratching and peeling.

Peterbilt Model 567

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Peterbilt 567

Spec’d for the job


Hardworking Options
The Model 567 is available in both a set-forward and set-back front axle configuration to provide customers with maximum versatility for their application requirements. For weight-sensitive applications, the set-forward front axle provides optimized weight distribution and compliance with bridge laws. The Model 567 has steer axle ratings up to 22,000 lbs. The 567 also offers single, tandem or tridem drive axles and a variety of lift axles for added versatility. Available with a 115″ or 121″ BBC and as a day cab or with a selection of detachable sleeper configurations, the 567 is as versatile as it is reliable. The sloped hood on the Model 567 provides increased visibility around congested worksites and accommodates a 1,438-square-inch radiator for engines up to 600 hp.

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Durability

Built to Endure
The Model 567 is specifically designed with rugged durability and quality construction to endure the rigors of dump, logging, construction and the harshest of vocational applications.

The aluminum cab structure is stronger for long-lasting endurance and ruggedness and comes standard to meet severe-service requirements. The durable Metton hood is lightweight and strong, withstanding impacts that would shatter or crack fiberglass, and it opens a full 90 degrees for easier access to key service points for improved serviceability.

Clean and fuel efficient
Peterbilt offers compressed natural gas (CNG) and liquefied natural gas (LNG) configurations powered by the Cummins Westport ISX12 G (available with up to 400 horsepower and 1,450 lb.-ft. of torque).

Sights on safety

Improved Visibility
On the job, the sloped hood and large, one-piece windshield provide greater visibility. Pod-mounted headlamps are durable, corrosion resistant and cost effective to replace. They feature projector module low beam and halogen reflector high beam for outstanding visibility.

Cab

Where Form and Function Work
Model 567’s interior combines ruggedness and durability for the vocational market with comfort and ergonomics for the driver. By designing our cab around the operator, we’ve created an environment that drivers want to be in. A fully adjustable steering column and plenty of leg room under the dash give drivers the space to work and move. The multi-functional steering wheel features convenient access to cruise control and audio controls. Switches are backlit for enhanced nighttime visibility. The result is a spacious and ergonomic cab interior with everything in reach and the driver in mind.

Sleeper

A Home on the Road
Peterbilt sleepers are available in 44″, 58″, 72″ and 80″ lengths. All are spacious and offer plenty of storage, shelving and lighting. Three trim levels are available to meet your unique operating requirements – the premium Platinum, the functional Premiere and the hard-working Prestige.

Peterbilt 337

Peterbilt 337

Versality

The Peterbilt Model 337 is built to take on the big jobs. That’s why it’s available as a Class 7 truck or tractor with a GVW up to 33,000 lbs. With a full range of suspensions and in an all-wheel-drive configuration, the 337 delivers an ideal match for applications such as wrecker, tanker, beverage delivery, municipal utilities – just about any job you can throw at it.

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Proven durability. Superior performance

The Heart of Peterbilt Medium Duty

Available with either the PACCAR PX-7 or the PACCAR PX-9, the 337 has the power to get the job done. The 6.7-liter PACCAR PX-7 Engine delivers superior performance, minimizes operational costs and maximizes uptime for medium-duty customers. Reduced maintenance, long service intervals and excellent fuel efficiency add up to a superior lifetime value. On the 337, the PACCAR PX-7 is available in horsepower ratings from 200 to 360hp and offers up to 800 lb-ft of torque. The 8.9-liter PACCAR PX-9 Engine has one of the highest power-to-weight ratios in its class (260-380hp), with heavy-duty features like replaceable wet liners, roller cam followers, bypass oil filtration and targeted piston-cooling. Available in both medium- and heavy-duty configurations, PACCAR PX Engine options give customers in traditional Class 7, vocational or specialty applications industry-leading quality, reliability and fuel economy.

Peterbilt craftsmanship

Enduring Dependability

The Model 337 is constructed with an all-aluminum cab that is lightweight for fuel efficiency and corrosion-resistant for durability. The Metton hood is lightweight but strong, and tilts open a full 90 degrees for easier access to key service points. The stainless steel grille surround is long lasting, and its durable design provides superior protection of the engine cooling system.

Interiors

Where Form and Function Meet

The Model 337’s technology starts literally on the leading edge with high-intensity forward lighting. As soon as drivers sit behind the wheel, it will be obvious that this is one advanced truck. The LED backlit gauges readily communicate systems status and are designed to reduce eye strain. The standard driver’s in-dash display includes virtual gauges and truck, trip and performance information in driver-selectable English, French or Spanish. The optional diesel electric hybrid controls provide real-time feedback to the driver, encouraging optimal driving style and maximizing efficiency.

Peterbilt 579 description

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Peterbilt 579
Aerodynamics

With the 579, the combination of aerodynamic innovation and powertrain optimization delivers confidence and efficiency for the most cost-conscious companies. Designed for the best aerodynamic performance, we used Computational Fluid Dynamics to test, refine and validate. Peterbilt’s flexible

Aero Packages provide the right combination of fairings, skirts and closeouts to exceed application-specific aerodynamic requirements. Available in a day cab, or with detachable sleeper, that adds versatility and longevity of a second life for highest resale value.

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Clean and fuel efficient

Peterbilt offers a compressed natural gas (CNG) configuration for the Model 579, providing short and long haul customers with the industry’s most innovative, advanced vehicles with state-of-the-art CNG systems. The Cummins Westport ISX12 G engine complies with all EPA 2013 and CARB emission regulations and is available with ratings of 320-400 horsepower and 1,150-1,450 lb. foot of torque. This CNG platform joins Peterbilt’s family of alternative fuel vehicles, forming the industry’s most comprehensive environmentally responsible lineup.

Fit and finish

The Model 579 is built to last. We made the aluminum cab solid and durable, with the highest quality fit and finish. An in-mold process embeds color directly onto the dash for a long-lasting finish that virtually eliminates fading, scratching and peeling. Electrical wiring carriages support wiring and reduce wear and tear, adding to the overall durability of the components.

Fuel efficient, high performance

Featuring an advanced, robust design that improves fuel economy and reduces weight, the new PACCAR 40,000-pound tandem drive axle is standard for Peterbilt’s Model 579 spec’d for line-haul applications. The PACCAR axle is rated at 40,000 pounds and has a gross combination weight of 80,000 pounds, making it ideal for line-haul, regional haul and pick-up and delivery applications. It is the lightest weight axle in its class, saving up to 150 pounds.

Quality performance, application optimized

The PACCAR MX-11 superior power platform has been integrated into Peterbilt’s best-in-class vehicles to provide customers maximum power and outstanding fuel efficiency. For optimized performance in virtually any application, the MX-11 has an output of up to 430 horsepower and 1,550 lb.-ft of torque. The combination of a Peterbilt truck and MX Engine offers long-term value through technologically advanced designs with lightweight materials that achieve excellent performance and superior fuel economy. The MX-11 provides longer service intervals, increased uptime, lower operating costs and higher resale value.

Technology

The Platinum interior features the revolutionary SmartNav system, an integrated, infotainment system. SmartNav features a 7-inch touch screen that provides real-time vehicle monitoring, a truck-specific Garmin navigation system, hands-free Bluetooth connectivity, voice recognition, a fully integrated audio system with satellite radio as well as MP3, USB and iPod capabilities.

Cab

By designing our cab around the driver, we’ve created an environment that drivers want to be in. The result is a spacious and ergonomic cab interior designed to put everything in reach and with the driver in mind. A driver display package features large, easy-to-read, operation-critical gauges. The multi-function steering wheel features convenient access to cruise control and audio controls. Switches are backlit for enhanced nighttime visibility. Peterbilt’s SmartNav system, an integrated telematics and infotainment system, provides real-time truck monitoring, truck-specific navigation, hands-free Bluetooth connectivity and satellite radio.

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Sleeper

The Model 579 features a generously sized sleeper that combines comfort with productivity in an ergonomic business area. The bunk holds an 82-inch mattress, the largest in the industry, and provides the amenities of home that Peterbilt is known for. An innovative television mount accommodates flat-screen TVs on a convenient swivel. Abundant overhead storage spaces are thoughtfully designed and contribute to more flexible organization. Strategically placed LED lighting creates a pleasant ambiance for reading and working and saves battery life.

Forward lighting

To ensure the headlamps on the 579 were the best and the brightest, our engineers traveled to 10 countries and logged countless hours of research, testing and improving. The results are headlamps and fog lamps that have the best down-road visibility and coverage in the industry.

Designed for a consistent beam distribution and exceptional overall road coverage, our headlamps deliver a homogenous pattern and less eye fatigue. A large, one-piece windshield aids visibility and standard air-disc brakes significantly reduce stopping distances.

Peterbilt 389 Specs

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Peterbilt 389
The new Peterbilt Model 389 combines a traditional cab design with aerodynamic enhancements for increased fuel savings. An optional fuel-efficiency package as well an optional day cab configuration provides application-specific versatility. The Model 389 is powered by the PACCAR MX-13 engine, designed for longer service intervals, increased uptime and lower operating costs that ultimately results in a higher resale value. In addition the Model 389 incorporates Peterbilt’s all-aluminum lightweight cab designed to not only provide extreme durable, but allows for increased payloads to maximize performance and profitability.

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About Truck 

This affordable truck is new for Peterbilt, representing all the work that had to go into re-engineering the frame and hood to cram the ’07 engines and their associated cooling into the chassis. Both Peterbilt and sister Paccar company Kenworth have been very clever in re-doing their premiums for 2007, taking the opportunity to upgrade features, comfort and appearance to help offset the price increases that inevitably come from the 2007 engine technologies. So, while you’re likely to pay more, you’ll also be getting more. 

Most obvious on the 389 are cosmetic changes, many of which add to the aerodynamics and offset some past and potentially new fuel economy issues. The grille surround is now a one-piece unit that looks infinitely better than the old riveted pieces and has a smoother radius for better air flow. Headlamps are smoother and house much better-performing lighting sets that provide more than double the light output of the previous pods and give the bulbs a 60 percent improvement in durability. Directional signals are LEDs for virtually lifetime durability. 

Mirrors have been redesigned and hang on the cowl, a mounting borrowed from Kenworth, but a great idea nevertheless. They are more aerodynamic as well as offering better visibility. 

The 389 hoods are also different from the 379’s – though not enough to upset Peterbilt purists. They are durable, lightweight and feature an anti-blow-down device. 

In addition to these standard features, there’s an aero package that adds some subtle “tune-up” stuff, such as an air dam behind the front bumper and streamlined tool and battery boxes, some changes to the top fairing and an oval exhaust that can be worth 3/10 mpg. Considering it detracts not one whit from the traditional appearance, this Efficiency Package could be a wise investment. 
Under that impressive red hood sat an equally impressive red Cummins ISX. This one was rated 550 horsepower and 1,850 pounds-feet for hill-stomping performance with the best of civility and manners. 

The ISX is truly a tour de force, created to take over from the old N14 when emissions requirements got too much for it. So the ISX has all the building blocks to sail through emissions reductions called for in 2004, 2007 and 2010 – in fact, likely whatever comes in the 2014 timeframe. There were some issues with exhaust gas recirculation valves in early EGR ISXs, and it is worthy of note that the EGR valve has been relocated to the cool side of the engine for 2007. There are also a few subtle changes to the block that improve coolant flow. But the bigger changes include the electronic controls for the variable geometry Holset turbo, and the diesel particulate filter. 
Electronic control allows for closed-loop control of the VGT. Instead of the engine controller guessing what is needed, now the control circuit knows what the VGT has to do. The result is even better throttle response – a major plus that came from the VGT in the October ’02 engines, and, likely, this time, an additional opportunity to address fuel economy. 
The diesel particulate filter is part and parcel with the engine as we go into 2007, and Peterbilt does a very elegant job of integrating this bulky component behind the passenger-side toolbox/step. The downside is, it reduces the size of the box. But from this engineer’s perspective, it does increase the Wow factor of the 389. 

Up behind the big red motor was the dream-team 18-speed, a transmission every gearjammer should want. Refinements to the age-old Eaton Fuller double countershaft transmission make it a sweet-shifting and relatively quiet box that just seems right with a long-nose Pete. And the manual 18-speed is bulletproof. 
Axles under the truck were Eaton/Dana, which is no surprise, as these partners are the preferred Paccar drivetrain suppliers. The ratios in the rear ends were 3.70s, which were likely specified for performance rather than economy. The last ISX 550 I drove with 22.5-inch rubber had 3.55 ratios that work better in most applications. As they say in the ads, ask your dealer. 

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Operational Factors 

The engine manufacturers and the OEMs have gotten pretty savvy with daily checkpoints around the truck. Peterbilt has become very refined in the systems around the chassis that allow for electrical service and troubleshooting. And you have to be impressed by the long-established clutch lubrication points on the frame rail, left side. 
The databus dashes are an enormous leap forward in terms of the packaging of the wiring, the weight, and the diagnostics of the electrical system. The electronic backbone of the truck is second to no other in letting the dealer or the shop operator know what is happening with the vehicle. 

Meanwhile, a walkaround of the recent show at the American Trucking Associations convention revealed that the Volvo and Mack engines that use the same Holset turbo mount the electronics off the turbo, and also run engine coolant through the module. 

Peterbilt trucks

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Peterbilt trucks
Peterbilt Motors Company, founded in 1939 Denton,Texas is an American manufacturer of medium- and heavy-duty Class 5 through to Class 8 trucks. A subsidiary of Paccar, which also owns its longtime competitor Kenworth, it operates manufacturing facilities and has its headquarters in Denton, Texas. It also has a factory in Sainte-Thérèse, Quebec.

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Facilities

From 1939 until the mid-1980s, the company was based in the East Bay area of Northern California. The original plant was in Oakland, which closed in 1960 and moved to nearby Newark. Truck production moved to Denton, Texas at the close of 1986, but division headquarters and engineering remained in California until 1992, when a new administrative complex and engineering department at the Denton plant were completed. The Madison/Nashville plant opened in 1969 in Madison, Tennessee, for the east-coast market. Originally it only manufactured the 352/282 cabover, then conventional production began in the 1970s, until it was closed in 2009. Production of class 8 trucks continues at the Denton, Texas plant.

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Current Models

  • 389: Peterbilt introduced the 389 at the Mid-America Trucking Show in 2006. The 389 replaced the 379-127.” The BBC of the 389 comes in at just over 131″ making it the longest hood Peterbilt has ever offered. The 389 features new headlamps with a stylish wraparound design, new fender front and rear trim (the rear bracket is a styling cue back to the step on the old 351 fender). The 389 offers the same popular configurations that 379 offered. The 389 went into production in late 2006 as 2008 models and officially replaced the 379 in March 2007. The built-after-January 1, 2007 EPA compliant engines dictated many of the changes to the new Peterbilt models. The 389 model is also available in Australia as right hand drive conversion from 3rd party companies. Converted cabs are also available for export worldwide.
  • 367: The 367 replaced the 357 and the 378. Both have new 123″ BBC lengths with fiberglass hoods. SBFA as well as HeavyHaul configurations are available. The 367 retains the older “379 family” headlight options, although now mounted to the hood skin rather than the grille surround and crown.
  • 365: The 365 replaced the 357-111″. The 365 has a 115″ BBC and is aimed at the construction markets.
  • 330, 337 and 348: These models are the class 6, 7, and “baby 8” units for pick up and delivery, short hauls and vocational applications. Built in the Sainte-Thérèse, Quebec plants, the 330, 337, and 348 are often used as platforms for snowplows, fire apparatus, and construction trucks. The 337 replaces the 335, while the 348 replaces the earlier 340 model. The newer versions can be recognized by no longer having a split windshield.
  • 325: The Model 325 is ideal for the complete range of Class 5 applications including vehicle recovery and towing, lease/rental, pick-up and delivery and business services such as parcel delivery, landscaping and construction. The Model 325 began production in mid-July 2007.
  • 220: Both COE use a DAF cab and are targeted to the local pick-up and delivery market. The Peterbilt Model 210 has a wrap-around windshield and tight turning ratio for the ultimate in maneuverability. The Model 220 delivers a combination of maneuverability, visibility with a GVW of 33,000 pounds.
  • 579: The 579 is Peterbilt’s latest aero model which features a 2.1 meter cab. The Model 579 has a wide, spacious cab that surrounds the driver in comfort and efficiency. Through interviews and testing, drivers helped to design the optimal size for the new cab. A detachable sleeper adds versatility and the longevity of a second life for highest resale value. The 579 provides efficient fuel consumption and optimized aerodynamics to deliver the most cost-effective Class 8 model to date. It has a lightweight aluminum cab, newly designed ergonomic dash, standard air disc brakes, 123″ BBC and detachable sleeper.
  • 567: The new Model 567 is specifically designed with rugged durability and quality construction to endure the rigors of dump, logging, construction and the harshest of vocational applications.The new aluminum cab structure is stronger for long-lasting endurance and ruggedness and comes standard to meet severe-service requirements. The durable Metton hood is lightweight and strong, withstanding impacts that would shatter or crack fiberglass, and it opens a full 90 degrees for easier access to key service points for improved serviceability. Construction Equipment magazine road tested a 567.

International Transtar

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International Transtar
The International TranStar (originally the International 8000 Series), is a range of Class 8 trucks produced by Navistar International for North America. Produced nearly exclusively as a semitractor, the product range is focused towards local delivery and regional shipping.

Introduced in 2002, the 8000 Series replaced a product line of the same name derived from the long-running International Harvester S-Series. In 2007, Navistar rebranded the 8000 Series as the International TranStar. The name is derived from International Harvester Transtar, used for various Class 8 conventional and cabover highway tractors from the 1960s to the 1980s.
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Design overview

Although using a wide variety of chassis frames for each vehicle, the 8000/Transtar is produced with the same cab as the International DuraStar (with which it shares a larger version of its grille), the ProStar, WorkStar, LoneStar, and the discontinued TerraStar and XT truck lines. As it is designed as a regional vehicle, the exterior of the TranStar did not include the fuel-efficiency enhancements integrated into the long-haul ProStar.

Models

8500
The 8500 model has a wheelbase from 128 to 201 in (3.3 to 5.1 m), is powered by an International HT 570. Its front axle capacity is 10,000 lb (4,500 kg) or 12,000 lb (5,400 kg). Rear single axle has a capacity of 23,000 pounds (10,000 kg). Rear tandem axle has a capacity of 40,000 lb (18,000 kg). Both axles are either Meritor or Dana Spicer and are available with a driver-controlled locking differential. Applications include beverage, city tractor, and regional haul.

8600
The heavier-duty 8600 model has a wheelbase from 128 to 315 inches (3.25 to 8.00 m), is powered by either a Caterpillar or Cummins diesel. Its front axle is either a Meritor with a capacity of 10,000 lb (4,500 kg), 12,000 lb (5,400 kg), or 13,200 lb (6,000 kg) or a Dana Spicer with a capacity of 10,000 lb (4,500 kg), 12,000 lb (5,400 kg), 13,200 lb (6,000 kg), or 14,000 lb (6,400 kg). Rear single axle capacity is 23,000 lb (10,000 kg). Rear tandem axle capacity is 40,000 lb (18,000 kg). Both axles are either Meritor or Dana Spicer and are available with a driver-controlled locking differential. Applications include beverage, city tractor, liquid or dry bulk, and regional haul. 

International Durastar

International Durastar, Navistar International
International Durastar Truck

The International DuraStar, originally introduced as the International 4000 Series, is a medium-duty truck produced by Navistar International. First produced in 2002, it is the successor to the 4000 Series of the 1990s.

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It is available in three variants, which are built on the same chassis. They differ in engines, drivetrains, brakes, and cargo capacity. It is a popular commercial platform used in a wide variety of applications, such as emergency services, towing, flatbed truck and as a cargo box truck. Variants of the Durastar are commonly used as a platform for both school buses and commercial buses. The DuraStar cab is much higher off the frame than the 4400 series cab to accommodate larger radiator and engine combinations and is branded DuraStar on the doors, where the 4400 / 4300 series is marked as the 4400 or 4300, respectively. The WorkStar and DuraStar share a very similar layout, although the WorkStar is strictly a Vocational chassis. The WorkStar and DuraStar are in the class 5 / 6 (4300 / 4400) and Heavy 7 / Baby 8 (7600 series) categories from yesteryear. Although this designation is no longer used in the truck manufacturing business. The 4400 designation is still used on the 2014 class 5 / 6 trucks. The 4400 is available with the Cummins ISB6.7 and Maxxforce 7 and the Maxxforce9 is available. The WorkStar is available with the DT466 through Maxxforce 13.

To read about other brand’s of tracks go here .

Current variants

Truck

A DuraStar serving as a cabin service truck at an airport

4100
The 4100 model has a wheelbase from 140 in to 217 in, is powered by an International VT 365 and uses hydraulic brakes. It comes with an Allison 1000 HS/RDS 6-speed automatic transmission or a Fuller 6-speed manual. Its front axle capacity is 7,300 lb (3,310 kg). Rear axle capacity is 10,500 lb (4,760 kg) standard, 12,200 lb (5,530 kg) optional.

4300
The 4300 model has a wheelbase from 128 in to 254 in, is powered by an International DT466 and uses either hydraulic or air brakes. It comes with Fuller 6 or 7-speed manual transmissions or Allison 2000 and 3000 Series automatic transmissions. Its front axle capacity is 8000-14000 lb. Rear axle capacity is 12,200-23,000 lb.

4400
The 4400 model has a wheelbase from 140 in to 254 in, is powered by an International DT570 / Maxxforce 9 and uses air brakes. Transmissions include Fuller 6, 7, or 10-speed manuals, or Allison Vocational 3000 or 3500 Series automatics. Its front axle capacity is 8,000-14,000 lb. Rear single axle capacity is 13,500-26,000 lb.

The 4400 is also available as a tractor.

Subvariants

The 4300 and 4400 are also available in Lo-Profile configurations, with a lower platform for easier cab and loadbed access. They differ in axle capacity as follows:

4300LP
Front- 8,000 – 9,000 lb (4,100 kg)
Rear- 12,200 – 19,000 lb (8,600 kg)

4400LP
Front- 8,000 – 19,000 lb (8,600 kg)
Rear- 13,500 – 19,000 lb (8,600 kg)

Hybrid trucks

In 2007, Navistar’s International Truck and Engine Corporation became the first company to enter hybrid commercial truck production, with the International DuraStar Hybrid diesel-electric truck. International Truck and Engine teamed with the Hybrid Truck Users Forum (HTUF), a consortium of utility industry customers, Eaton Corporation, the US Federal Government and the Calstart organization to assist with the cost of bringing the technology to market. It also provides direct customer feedback and support.

International TerraStar

International TerraStar, Navistar, Kenworth
International TerraStar Truck
The International TerraStar is a product line of medium duty trucks that was manufactured by International Trucks from 2010 to 2015. The smallest conventional-cab truck ever produced by Navistar, the TerraStar is a Class 5 medium-duty truck. Although not officially designated by the company as the replacement for the CityStar LCF cabover, the TerraStar is of similar dimensions and GWVR. Slotted in the Class 5 range, the TerraStar was marketed against both pickup-based vehicles like the Ford F-550 and (Dodge) Ram 5500 as well as conventional-cab trucks like the Freightliner M2 (smallest versions), Kenworth T170, and Hino 185.

Sharing a common cab and powertrain with the larger DuraStar, the TerraStar would also take the place of the light-GVWR 4100 series within the DuraStar range. In 2015, Navistar moved away from EGR-based emissions systems, leading to the discontinuation of the MaxxForce 7 engine. As the TerraStar was left without an engine, production of the vehicle was ended at the end of 2015.

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Model overview

Sharing its cab with the DuraStar, WorkStar, TranStar, and ProStar, the TerraStar is distinguished by its low-profile cab and hood. To lower the cab on the frame, the fuel tanks were moved from below the cab to behind the cab on the frame rails; the TerraStar is distinguished from the DuraStar by the use of square sealed-beam headlights. As with the larger International trucks, the TerraStar was available in two-door, extended-cab, and crew-cab configurations, with a wide variety of bodies fitted by second-stage manufacturers.

In contrast to the DuraStar, the TerraStar was sold with relatively few powertrain combinations, available solely with a single rear axle; in 2011, 4-wheel drive became an option. At its launch, the 300hp MaxxMorce 7 V8 diesel was the only engine (the only engine available during its entire production run). The Allison 1000 6-speed automatic was the standard transmission, configured to customer use.

International Lonestar Trucks

International Lonestar Trucks

The International LoneStar is a Class 8 semi-trailer truck manufactured by International Trucks. It is easily recognizable by its streamlined design.

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All Things Being Equal, It Has No Equal

Sometimes operating at your best means standing out from the crowd. The LoneStar has classic good looks inspired by International trucks of days gone by. But LoneStar is more than just eye-candy. It boasts the quietest cab in its class and at 89 ” wide, it’s also one of the roomiest. A 50-degree wheel cut and roll stability control allow you to maneuver the LoneStar in and out of traffic with ease. And the styled grille and hood aren’t just for looks. Thanks to a big reduction of noise and vibration, plus proprietary air-cushioned front and rear suspensions, your ride has never been smoother. They’re more aerodynamic too, making LoneStar more fuel-efficient than long-nose conventional trucks. It’s a truck that looks as good on your bottom line as it does on the road.

Usage

Long Haul
Whether you’re on the road for weeks or home at the end of the day, you need to know your truck is improving your bottom line. International LoneStar slices through the wind providing excellent fuel economy while driving your business forward. With a sleek Advanced Classic aerodynamic design, fuel economy is on par with aero tractors and exceeds traditional long-nose conventionals. And with millions of miles of road testing under its wheels, you can rest assured the road won’t test you with anything your truck can’t handle.

Regional Haul
Whether you’re barreling down the highway or navigating city streets, one thing’s for certain – the International LoneStar will make heads turn. Its Advanced Classic design means drivers get a rig that doesn’t sacrifice style for performance. And its advanced ride and handling, class-leading quietness and luxurious cab means drivers are comfortable, too.

Benefits
Ease of Operation Features

Broad windshield for excellent visibility
Standard dual steering gears for on/off highway conditions means reduced steering effort regardless of load on all types of terrain
Easy-grab handles, nonslip, well-positioned steps, and wide door openings all contribute to comfort and ease of use
Low Cab Noise

LoneStar features the quietest cab in its class. Its premium quality, heavy-duty cab insulation ensures an excellent sound – and temperature controlled environment.

Models
LoneStar: The standard LoneStar model.
LoneStar Daycab: A variant with no sleeper section in the cab.
LoneStar Harley: A LoneStar variant designed in collaboration with Harley-Davidson, which features several Harley-Davidson inspired elements.
LoneStar Recovery: A tow truck variant of the LoneStar.

Navistar International Trucks

Navistar International Trucks


Navistar International Corporation (formerly International Harvester Company) is an American holding company, that owns the manufacturer of International brand commercial trucks, IC Bus school and commercial buses, Workhorse brand chassis for motor homes and step vans, and is a private label designer and manufacturer of diesel engines for the pickup truck, van, and SUV markets. The company is also a provider of truck and diesel engine parts and service.

Headquartered in Lisle, Illinois, Navistar has 16,500 employees and a 2013 annual revenue of $10.775 billion. The company’s products, parts, and services are sold through a network of nearly 1,000 dealer outlets in the United States, Canada, Brazil, and Mexico and more than 60 dealers in 90 countries throughout the world. The company also provides financing for its customers and distributors principally through its wholly owned subsidiary, Navistar Financial Corporation.

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International Trucks

In 1986, after the transition from International Harvester to Navistar, the truck product line (essentially all that was left) dropped the “Harvester” portion of the brand name. The International brand encompasses a variety of medium-duty, over-the-road, and severe-service trucks.

Pickups (XT-Series)

– MXT (2004–2008)
– CXT
– RXT

Medium Duty

– International TerraStar Class 4-5 conventional
– International CityStar LCF (low-cab forward) cab-over
– International DuraStar Class 6-7 conventional

Class 8

– International LT conventional
– International LoneStar conventional
– International ProStar+ conventional
– International 9000 Series conventional
– International TranStar conventional
– International LT Series conventional
– International RH Series conventional

Severe-service

– International HX Series conventional
– International PayStar conventional
– International WorkStar conventional

Navistar Defense

Pickup trucks

– International SOTV-A
– International SOTV-B
– International MXT-MV
– International MXT-MVU

MRAPs

– International MaxxPro

Class 8

– International ATX -6
– International ATX -8
– International 5000-MV
– International 7000-MV

International Harvester/Navistar diesel engines

International Truck and Engine recently launched the “MaxxForce” brand name for its line of diesel engines. Engines were rebranded as “MaxxForce” followed by a number corresponding to the engine’s displacement, rounded up. So the 4.5L VT275 became the “MaxxForce 5. The Maxxforce Diesel engine line has recently been discontinued as a result of Navistar International having many issues and reports of problems with the engine. Ford continued to use the Power Stroke brand name on their International-sourced engines. However, the new 6.7L Power Stroke is not an International designed engine.

Mack Trucks

Mack Truck
Mack Trucks, Inc., is an American truck–manufacturing company and a former manufacturer of buses and trolley buses. Founded in 1900 as the Mack Brothers Company, it manufactured its first truck in 1907 and adopted its present name in 1922. Mack Trucks is a subsidiary of AB Volvo which purchased Mack along with Renault Trucks in 2000. After being founded in Brooklyn, New York, the company’s headquarters were in Allentown, Pennsylvania, from 1905 to 2009, when they moved to Greensboro, North Carolina. The entire line of Mack products is still produced in Lower Macungie, Pennsylvania, with additional assembly plants in Pennsylvania, Maryland, Australia, and Venezuela.

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Products

List of current models produced for the North American market.

Construction Series:
– Granite
      Granite Axle Back
– TerraPro Cabover

Heavy Duty:
– Titan

Highway Series:
 – Pinnacle:
     Pinnacle Sleepers
      Pinnacle Axle Forward
      – Pinnacle DayCab
     Pinnacle Rawhide
– Granite
– Smartway
Refuse Series:
– LR
– TerraPro Cabover
– TerraPro Low Entry
– Granite Axle Back
– Granite

Military:
– Granite Armored Line Haul
– Kerax 8 x 8

Engines
By 1916 Mack was producing 4- and 6-cylinder gasoline engines, and through 2014 continued to offer their own, in the form of three diesel V8s. Engines by other manufacturers were often optional, supplied over the years by Caterpillar, Cummins, Chrysler, Detroit Diesel, Hercules, Scania, and Waukesha.

Mack started making diesels in 1938, in 1957 the END and turbocharged ENDT 673 diesel were introduced. This 672 cu in (11.0 L) I6 engine family was successful, and remained in production for over 30 years.

In the early 1960s, Mack Truck’s executive vice president of product and engineering, Walter May, developed the Maxidyne high-torque rise engine. The engine was introduced as an inline six in 1966, as a V8 in 1970, and as the intercooled inline six 300 series in 1973. This was an industry-changing event. The Maxidyne, with an operating range of 1200–2100 R.P.M, and later 1050–1700 R.P.M., allowed a heavy Class 8 truck to be operated with a 5 speed (Maxitorque) transmission. Previously, heavy trucks typically operated between 1800-2100R.P.M. and were equipped with 10 or more gears.

In 2014 Mack offers three engine series, the 11 L MP 7, 13 L MP8, and 16 L MP10, with 325 hp (242 kW) to 605 hp (451 kW) and 1,200 lb·ft (1,627 N·m) to 2,060 lb·ft (2,793 N·m). 

Western Star Trucks

Western Star 5700XE
Western Star Trucks Sales, Inc., commonly designated Western Star, is an American truck manufacturer headquartered in Portland, Oregon, United States and a subsidiary of Daimler Trucks North America, in turn a wholly owned subsidiary of the German Daimler AG.

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Models
Western Star produces a range of Class 8 commercial vehicles for both highway and off-road use. Western Star specializes in trucks tailored to customer specifications. Every Western Star is built with the same heavy duty all-steel cab and offers several sleeper box sizes, with chassis lengths of up to 486 inches depending on model. Five interior packages are available and sleepers can be trimmed to specifications. Engines, transmissions, axles, suspensions and brakes are available in a number of configurations. Engines used include Caterpillar, Cummins, and Detroit Diesel. Western Star also produces right-hand drive trucks for the Australian, New Zealand and South African markets.

Though styled in a conventional fashion and often used in off-road applications, Western Star trucks are also available with anti-lock brakes, traction and stability control, and other modern safety features in order to remain competitive and meet DOT regulations.

Model Information

Western Star currently has five model families:
  • The 4700 Series is Western Star’s entry-level model and is available in truck and tractor applications, both with a 110-inch (2,790 mm) BBC. Its internal code name was “Zodiac”. In vocational applications, its engineering helps reduce upfitting time and costs for body builders, and can be outfitted for virtually any vocational application. For on-highway use, the 4700 is available only in a daycab configuration and is primarily used in short haul applications.
  • The 4800 Series offers more powerful engine options than the 4700 and features a 109-inch (2,770 mm) BBC. Western Star provides the truck as a bare chassis and cab, which can be fitted with a dump body, mixer, tank, crane, or other structure by a bodybuilding company as desired by the customer. The factory-installed twin steer option is also popular on this model for dump and mixer applications. Tractor versions are also available.
  • The 4900 Series is the most common Western Star model and features a 123-inch (3,120 mm) BBC. This is a multi-use truck/tractor which is targeted at a variety of industries. The truck can be built as a tractor with fifth wheel, bare chassis for a bodybuilder to outfit, or a lowered-cab model (Low Max) for auto hauling. The 4900 is available in five configurations including Extreme Duty and Twin Steer.
  • The 5700XE is Western Star’s newest model and first truly aerodynamic truck. The XE stands for Extreme Efficiency. Launched in 2015, it is currently designed only for on-highway applications. The truck features a 126-inch (3,200 mm) BBC, a set back front axle position and is the first Western Star to ride on a Daimler Trucks North America corporate chassis. It can be specified as a daycab or as a sleeper.
  • The 6900 Series is the highest capacity model built by Western Star and is designed for off-highway vocations including logging, mining, and other similar applications. Available in Extreme Duty and Twin Steer configurations (XD and TS), each features a 141-inch (3,580 mm) BBC and can be recognized both by its size as well as by its flat, squared front fenders.
To read about other kinds of trucks go here.

Western Star sold a lightly altered version of the White High Cabover as the Western Star Cabover in the 1980s and early 1990s. They also produced a licensed version of the Iveco VM 90 for the Canadian Forces during the 1990s, called the LSVW.

Western Star produces trucks for the United States Military, although they are rebadged as Freightliners.

How to Get a Trucking Business Contract Bid

Contract Bid


Everyone with merchandise needs it moved on a truck. As an owner of a truck, you need to learn how to get a trucking business contract bid.

At one time or another every piece of merchandise is on a truck; therefore, as an owner/operator of your own truck, you need to learn how to get a trucking business contract bid. Unfortunately there is so much competition in the trucking industry that you must be able to outbid the competition in order to get work. Winning a trucking contract means knowing your costs.

You should know truck dispatcher license requirements to carry a trucking business. If you are interested in learning to dispatch trucks you can get acquainted with truck dispatcher training book.

Determine Your MPG
Determine the mpg of your vehicle. Fill up your fuel tank and drive 100 miles. Fill up your tank again. Record the number of gallons used to fill up the truck the second time. For example, you fill up your truck with 50 gallons of fuel the first time. After the 100 mile trip, you top off the tanks with 10 gallons of fuel. The second number is the one to remember. Divide 100 by the number of gallons of fuel you recorded. You drove 100 miles, so, this will tell you how many miles per gallon your truck gets. Record this number. Use this formula to continue your example. Divide 100 by the 10 gallons of fuel you added to your tanks on the second stop giving you 10. That means your truck is getting 10 miles per gallon.

Determine Mileage Cost
See how many miles each trip will take. Multiply the number of miles per trip by the number of trips required by the contract. This number will tell you how many miles the contract requires. Looking at the hypothetical contract of your example you see that each trip is 25 miles and you will need to make 10 trips to complete the job. Multiply these two numbers together and you see that the contract requires you to travel 250 miles.

Divide the total miles required by the contract by the miles per gallon your truck gets. This number will tell you how many gallons of fuel you will need to purchase to complete the contract. Apply this to your example. Divide the 250 miles required by your hypothetical contract by the 10 miles per gallon you determined your truck averaged during your sample run. This tells you that you will need 25 gallons of fuel to complete the contract.

Multiply the number of gallons of fuel needed for the contract by the current cost of a gallon of fuel. This will tell you your fuel cost for the contract. Record this number. To continue your example you will visit your local favorite fuel station. Look at the sign in front of the station and you see that fuel for your truck is $5.00/gallon. So, you multiply $5 by the 25 gallons you will need to complete the hypothetical contract. In this instance the fuel cost for your contract is $125.

Determine Daily Cost
Divide the total number of miles in the contract by the average number of miles you can drive in a day. This will tell you how many days it will take you to complete the contract. For your example imagine you can drive 440 miles in a day. That’s 55 miles every hour for 8 hours. Divide the 250 miles of the contract by 440 and you get 0.57. That means you can complete the contract in a day or less of driving.

Multiply the number of days it will take to complete the contract by the amount of pay you want to receive each day. Remember not to undersell yourself. This fee pays your salary and gives you some money to save for future business operations. In your example, pretend you want to make $500/day. Remember that this number covers the taxes, fees and maintenance that your pay and other miscellaneous expenses. Multiply the $500 by the one day it will take to complete the contract and you get $500 for labor.

Submit Bid
Add the price you expect to pay for fuel with the price you want to charge for your labor. This is your bid price. Submit this price to the company for consideration. Write a bid proposal explaining your safety record and over-the-road experience along with a statement of commitment to increase your chances of winning the bid. Complete your example by adding the $125 you need for fuel with the $500 you want to charge for labor. This means that your hypothetical contract is worth $625.

Tip
A bid proposal is a document that briefly outlines the specifics of the contract. You must also include an introduction that includes your experience as a driver, your safety record and your performance record. The proposal is designed to sell you to the client. So, highlight your strengths, outline the job and end with a firm, but fair, price.

Warning
Overbidding will cost you the contract. Underbidding can push your company into bankruptcy. Never bid without having the experience necessary to competently complete the task.

Grants to Start a Trucking Company

Grant for you
We are a professional dispatching company for the owner operator and truck drivers that works in truck dispatch direction and we are ready to help you with your work.

If you’re starting your own trucking company, a grant could be a great way to finance it. Learn more about getting grants at the state and federal levels.

If you have made a living driving a truck for a number of years, you may have decided that starting your own trucking company could be an excellent financial move. Owning a trucking company could substantially increase your income; however, the cost of starting a trucking company can also be substantial. One option for start-up funding is to locate and apply for grants that may help you raise the necessary capital to start your company.

Business Plan
Before you even begin to look for grants, you should create a detailed business plan. A business plan should have at least four important sections. First, you need to describe your business by explaining what types of trucks you plan to use, whether you will be in-state, national or international, and additional details about your business. Next, include a marketing section where you will explain how you plan to market your company. Your financial section should follow. Although you plan to apply for grants, you will need to explain what other start-up capital is available to you. Finally, explain how the company will be run in a management section. To read more about How to Write a Trucking Business Plan go here .

Locating Grants
Locating available grants can take time and patience. Federal grants can be easily searched for on the grants.gov website. Most individual states also have an office devoted to administering state grants along with a corresponding website that can be searched. Private grants can be located through a number of online resources; however, you may need to search a number of websites to locate all available private grants. Grants are updated on a regular basis, so be sure to check back if you don’t find one that applies on your first search.

Writing a Grant Proposal
Most grants require you to write a grant proposal. The required information for a proposal will vary by grant, but generally includes a detailed explanation of how the grant money will be used and why you deserve the grant. Hiring a grant writer is not required; however, you may wish to consider doing so. Writing a grant proposal is more complicated than it sounds. There are professionals who specialize in writing grant proposals, and investing in their services may increase your chances of being awarded the grant.

Additional Assistance
While there are a number of companies that will help you start your trucking business and apply for grants, the Small Business Administration is an excellent – and free – resource. The SBA can help you write your business plan, locate funding and market your business.

Упаковка вещей

Упаковка товара

Хотите при перевозке 100% сохранить от повреждений свои любимые вещи? Правильная упаковка – 99,99% успеха. 

Мы диспетчерская компания предоставляющая диспетчерские услуги по грузоперевозкам в США. Если вы водитель трака и ищете доступную диспетчерскую компанию для сотрудничества обращайтесь к нам.

Что нужно упаковывать в обязательном порядке?

Список №1

  • Дорогая корпусная полированная мебель,
  • Стекло, зеркала, хрусталь, фарфор,
  • ТВ «плазма»,
  • Любые другие хрупкие ценные вещи,
  • Дорогая мягкая (особенно кожаная) мебель.

Разве нельзя аккуратно перевезти вещь без упаковки?

— Можно. Но гарантировать, что при этом вещь не будет повреждена – невозможно. Почему? Причины две:
1. Внутренняя часть фургона
У фургона автомобиля твердый пол, твердые стены, иногда на них выступающие болты бывают. Пол в фургоне/кузове всегда должен быть твердым. Ведь если он будет мягким, отделанным паролоном например, то продавится и на нем все будет неустойчиво стоять. Устойчиво может стоять только на ровной твердой поверхности. Поэтому днище должно быть ровным.
2.  Как правило, вещи перевозятся не по одной и не по две
Обычно перевозится не одна и не две вещи, а много. Полный или почти полный фургон. Поэтому мы не можем ставить вещи одна от другой в метре, например. Они стоят достаточно близко. Часто вплотную. Во время движения вещи будут наклоняться, двигаться на встречу друг другу, перемещаться в кузове, шоркаться друг о друга.

Что при этом происходит в фургоне? Взгляд изнутри

Объясню наглядно. Предположим, у Вас хорошие шкафы, полированные дверцы. Вы даже ручки сами открутили, чтобы они не мешали. Погрузили в фургон. Машина поехала. При этом она, конечно, дернулась, и шкафы начинают двигаться. Незащищенная стенка шкафа касается любого другого соседнего предмета и вот уже пошли радиальные царапины. При торможении то же самое.


Потом машина на кочке подпрыгнула немножко и сразу на нижней части шкафа могут получиться мелкие выбоинки. ДСП может отколоться.


И во время движения такие качания влево-вправо, подскоки неизбежны. Нет защиты – пошли царапины и сколы. Поэтому без упаковки невозможно сохранить мебель без потертостей. Поэтому чтобы вещи не влияли друг на друга, их обязательно нужно паковать. Правильно выполненная упаковка берет на себя все трения , соударения, потертости , шероховатости. Все это сказывается на ней, зато вещь остается целая.

Вывод

Если вещь относится к списку №1, категорически не рекомендуется перевозить ее неупакованной в фургоне автомобиля.

При каких видах перевозки упаковка вещей наиболее желательна?

  • Чем длиннее расстояние перевозки, тем качественнее должна быть упаковка. Особенное внимание упаковке должно быть уделено при междугородних переездах. 
  • Чем более нежная/хрупкая вещь, тем качественнее должна быть упаковка.
  • Чем морознее на улице, тем качественнее должна быть упаковка.

Востребована ли работа диспетчера грузоперевозок?

Доставка грузов
Именно дальнобойщикам экономика Америки обязана стремительными темпами своего развития. 

Согласно статистике Американской ассоциации водителей грузовиков, сегодня в сфере грузоперевозок задействовано около 9 млн человек, из них – 3,5 млн водителей, которые eжегодно перевозят свыше 10 млрд тонн грузов. 

Поиск грузов в небольших организациях происходит в основном через посредников – брокерские агентства, которые находят и координируют поставки, занимаются логистикой и т.д. Традиционно посредники забирают себе до 45 центов за милю, совершая до 200 звонков в день по всей стране.

Служба грузовых перевозок Trucks Dispatch Services организует профессиональные диспетчерские услуги для операторов и дальнобойщиков, которые устали тратить свое время и энергию на дешевый фрахт. Мы предлагаем вам диспетчерские услуги по грузоперевозкам США.

Обзор транспортного рынка США…
Отрасль транспорта и логистики является одной из крупнейших и наиболее важных компонентов экономики США. Общая выручка отрасли за 2016 год составила $1.3 триллиона, что примерно равно 8.5% ВВП США. Рынок, особенно в сфере грузоперевозок, сильно фрагментирован, что препятствует появлению доминирующих участников. Клиенты аналогично фрагментированы, что снижает их способность контролировать цены. 

Транспортный сектор считается лидером в экономике США, так как компании в целом отслеживают общий цикл бизнеса и доставки товаров на крупнейшие рынки потребления и сбыта.
Логистические процессы.
Отдел логистики является мозговым центром системы, обеспечивая координацию деятельности между водителями, которые перевозят груз, и отделом продаж и маркетинга, который определяет, какой груз и куда нужно доставить. Также он должен учитывать требования об обязательных периодах отдыха, и пожелания отдельных водителей, выполнение которых мотивирует их.
Диспетчеры отвечают за непосредственное взаимодействие с водителями по вопросам расписания. Они также уточняют необходимую информацию по доставке (время и место погрузки и доставки товара), получая её не только от водителей, но через треккинг и GPS. 

Вопросы о диспетчерской работе
Диспетчер транспортной компании  — особый сотрудник, осуществляющий слежение и управление за движением транспортных средств, оборудования и т. п., ответственный за получение и передачу сообщений и запись всей поступающей информации.
Смысл этого бизнеса – найти груз на машину в определенном направлении, играя на разнице в цене.
Это особый вид посреднических услуг, который требует минимальных вложений, а прибыль всецело зависит от вашего трудолюбия и некоторых навыков торговца.
Принцип работы диспетчера грузоперевозок прост. Он работает с водителями траков для которых ищет груз через брокеров, выгодный для водителя и брокера. Как только условия между двумя сторонами согласованы, груз отправляется по маршруту. В течение всего времени доставки груза диспетчер осуществляет контроль. Как только товар прибывает в точку выгрузки, функции диспетчера считаются оконченными и он получает от клиента свой процент от сделки .

Driver medical conditions

Road traffic

How can a medical condition affect my driver license or privilege to drive?

For highway safety reasons, DMV must evaluate or maintain control over drivers who have any medical condition (physical or mental) that may interfere with the safe operation of a motor vehicle.
DMV can learn about a medical condition by
  • answers on an Application for Permit, Driver License or Non-Driver ID Card
     form (MV-44)
  • an accident report
  • a report from a doctor or a police officer
  • a report from a member of family of the driver or other citizen
Our affordable truck dispatch company give you an opportunity to make your truck driver job much easier. Our dispatch services works 24/7.

What can happen if DMV learns I have a medical condition that may affect my driving? 
If DMV learns you have a medical condition that may affect your driving, you may be required to
  • discuss how your medical condition affects your driving ability with DMV staff
  • provide medical documentation
  • take a vision test, written test or road test 

What can happen to my driver license if my medical condition affects my driving or I fail to submit medical documentation? 
  • a restriction(s) may be added to your driver license or learner permit
  • your driver license or learner permit can be suspended

КАК ПОЛУЧИТЬ ID-CARD ИЛИ УДОСТОВЕРЕНИЕ ЛИЧНОСТИ В НЬЮ ЙОРКЕ

ID-CARD
Многим из вновь приехавших в Нью-Йорк нужно иметь ID, то есть документ, удостоверяющий личность.
Даже если вы собираетесь пользоваться загранпаспортом той страны, откуда вы приехали, наступит время, когда в нём закончится действие визы, а вы к этому моменту, например, еще не получите никаких новых документов, а только будете находиться в стадии ожидания.
Не надо медлить, пока у вас есть возможность, вы можете сделать NY STATE ID.

Для того чтобы стать водителем грузовика вам нужно иметь ID. Мы профессиональная диспетчерская компания которая предоставляет свои диспетчерские услуги по грузоперевозкам для водителей и владельцов траков.

Хорошая новость состоит в том, что для того, чтобы иметь официальное удостоверение личности от города Нью-Йорка не нужно быть гражданином США. Нужно просто жить в Нью-Йорке.
Самый первый шаг, который необходимо сделать, это пойти в Social Security Department и получить от них бумагу, что у вас нет Social Security Number (аналог российского ИНН). У вас его нет, если вы недавно приехали и у вас нет права на работу. Если SSN у вас есть, такая бумага не нужна, и наоборот, SSN вам пригодится для получения ID. В данной статье мы рассматриваем случай, если вы не имеете Social Security Number.
Вам необходимо отправиться в Social Security Card Center
Адрес ближайшего к вам офиса вы можете найти по этой ссылке, введя свой почтовый индекс

www.ssa.gov/locator/

В этом департаменте Вам необходимо зайти в общий зал ожидания. При входе у вас спросят, зачем вы пришли. Вы ответите, что Вам нужно письмо для получения ID card. Вы получите анкету (примеры заполнения анкеты висят на стенах зала на всех языках, в том числе и на русском). Вы получите номерок электронной очереди.
Вы ждёте, пока объявят ваш номер.
После того как объявят, вы подходите к окну, даёте ваш загранпаспорт и анкету.
Вам выдадут письмо о том что у вас нет Social Security Number.


Дальше Вам необходимо пойти в департамент в котором оформляют ID card.
Все подробности и адрес можно найти здесь http://dmv.ny.gov/
В самом здании возле входа вам выдадут анкету для получение ID card. Ее вы также можете распечатать и заполнить дома. Вот ссылка для печати http://dmv.ny.gov/forms/mv44.pdf
Вот перевод этой анкеты на русский язык http://dmv.ny.gov/forms/mv44R.pdf


Найти ближайший к вам офис в Нью-Йорке вы можете по этой ссылке http://dmv.ny.gov/offices После того как вы введете индекс (zip code) и нажмете apply – вам предложат ближайшие офисы. Когда вы определитесь, какой офис для вас удобнее, справа, у строчки с надписью выбранного офиса вы увидите кнопку “сделать резервацию” (Make a Reservation). Нажмите на неё и вас направят на сайт с бронированием. Здесь нужно выбрать в списке название вашего офиса, обычно это название начинается либо с города либо с района и дальше, если в районе несколько офисов, ищите по более точной отметке. После выбора необходимой ссылки вы перейдёте на следующую страницу, где нужно выбрать из трёх вариантов. Если вы делаете ID, как в нашем случае, выбирайте License or ID, дальше выбирайте First Time NY Identification Card. Далее вам предлагают выбрать дату “Сегодня” (Today) или “Следующий рабочий день” (Next business day). Иногда всё время может быть занято и в этом случае появится сообщение, что резервация полная. В этом случае придется пойти и постоять в “живой” очереди или попробовать на следующие сутки.

Вы можете всё это сделать из дома для удобства, но если нет желания вы можете прийти сразу в офис DMV и не делать резервацию, вас подведут к аппарату и все покажут, если вы попросите. Если Вы заполняете всё в интернете, то в завершении появится экран со штрих кодом и номером, который нужно распечатать. Если у вас нет принтера, вы просто можете сфотографировать экран. С телефона штрих-код скорее всего прочитается машиной в центре, где вы будете получать ID. Вас подведут к ней после того, как вы покажете сотрудникам DMV фотографию этой страницы со штрих-кодом. После этого вы получите номер и после его получения проследуете к окну, где предъявите собранные вами документы.
Если всё же вы хотите заполнить анкету на месте, то для того чтобы вам выдали именно эту анкету необходимо сказать служащему при входе:
“Can I have a paper for first time ID card?”.
Вам выдадут анкету для заполнения и номерок электронной очереди.
Затем по номерку очереди вам нужно будет подойти к служащему, который даст вам другой номерок электронной очереди. Вы ждете когда на табло загорится ваш номер, а также номер окна, к которому вам нужно подойти с документами (их список ниже в этой статье). В окне вы подадите анкету и документы. Служащий примет ваши документы, отнесет их на проверку и принесет их обратно запечатанными в пластиковый пакет. Этот же служащий сфотографирует вас на месте и даст еще один номерок электронной очереди. Вы с запечатанными документами и с номерком ждете своей очереди (все происходит в одном большом зале). Подойдёте по очереди к окну в котором вы подадите запечатанные документы. Служащий примет ваши документы, заполнит оставшиеся строчки в вашей анкете. Здесь же необходимо заплатить за изготовление ID. Это либо 10$, если вы хотите сделать id на 4 года, либо 14$, если на 8 лет. Заплатить можно наличными, или банковской картой.
Вам выдадут временную квитанцию -ID, в течение недели вам пришлют постоянную ID card по почте на адрес, который вы указали в анкете.


Документы для получения ID card:
Для того, чтобы получить удостоверение личности от города Нью-Йорка нужно набрать необходимое количество так называемых “баллов”. На самом деле, это означает, что вам нужно принести определённое количество документов, каждый из которых оценивается в какое-то количество “очков”. Система удобна тем, что список документов может меняться в зависимости от того, что у вас имеется в наличии. Вы собираете эти документы и смотрите, набираете ли вы необходимое количество баллов.
Действующий заграничный паспорт – 1 балл.
Действующая виза – 2 балла.
Дебетовая карта американского банка – 1 балл.
Кредитная карта другого американского банка (не того, откуда дебетовая) – 1 балл.
Счёт из третьего американского банка (не из первых двух) – 1 балл.
Счёт на оплату коммунальных услуг (а также телевидение, интернет, телефон) с вашим именем и адресом – 1 балл.
Свидетельство о регистрации брака в Соединённых Штатах – 2 балла.


Есть также большой ряд других документов, которые вряд ли есть у вас, если вы приехали по туристической визе, однако, вы сможете найти их по этой ссылке http://dmv.ny.gov/forms/id44R.pdf
В ближайшее время мы напишем подробную инструкцию о том, как получить карту американского банка.

How to Get CDL – The Rights on a Truck?

CDL (Commercial Driver’s license)
HelIo everyone. Today we are going to talk about a profession of truck driver in the United States. This profession is probably one of the most popular among immigrants for several reasons. First of all, in order to become a driver, you do not need a long-term training, because in general you need only the rights to the tract (which is here called CDL, which is decoded as commercial driver’s license). Getting these rights does not take much time. In principle, you can fit a month with a little or somewhere up to two months.


Secondly, this profession is so popular because it does not require special knowledge of English, which of course is a big plus at first. I see a lot of immigrants who start with this way in America. As soon as they get a permission to work, a Social Security Number (SSN) or come by the Green Card, than many of them are immediately go to receive these rights. Without SSN, and without work permit you would not receive this rights, so those who are already “burned” in the tourist status is not relevant. This applies only to those who have permission to work and SSN or Green Card. It takes up for two months to receive these rights. The process does not require a lot of money. In principle, you can settle in $ 1,500-2,000, if you live here and do not rent the separate accommodation in order to come to school.

Of course, by earning money, there is a plus. The truck driver already earns $ 1,500 a week in at first , which, in general, is not so common among other professions. According to other professions such earnings come out through a year not earlier probably (and without knowledge of English, I do not even know). The work of a truck driver makes it possible to earn more or less decent money, because the payment goes for miles: something from $ 0.40 to $ 0.50 per mile. And then the income already depends on how much a person wants to earn. There is, of course, a minus, which is that the family sees the driver rarely, because the trip lasts for several days, and sometimes there aren`t driver at home by weeks, he rides somewhere. This work is better when a person is alone when he does not have a family. Well, in principle, when there is a family, this is not also such a big problem. I know that some Americans are riding like a family: both husband and wife are riding, maybe even children. Of course, I do not quite understand how it is possible to bring a child to the truck, but such practice exists.

We are dispatching company for the owner operator and truck drivers. We offer our independent dispatch services and invite join to our dispatching company.

Next, you need to do to get these rights. That is the purpose of my video in fact. By common law, of course, I help, and many people ask me and say: now I have the next goal – to get a commercial rights. What can you offer me on this topic? And I could not offer anything, because I was narrowly restricted with my usual rights to cars. I got tired of giving out clients to other people and decided that probably it’s time to do this myself. It’s not that difficult, include that I’m already torn in this area. And I decided to start from myself, getting a CDL. I have already begun this process and I am in the middle.

This process consists of 3 steps:
  1.   passage of the medical board. It is necessary to get a conclusion from the doctor that we are suitable for the manage of the tract;
  2.   passing the theoretical part;
  3.   passing of driving – a practical part.
I have already received a medical certificate. It is presented in the form of several sheets of A4 format. It contains our information. And here I get put something else in a plastic bag, I then used this certificate at the DMV (Department of Motor Vehicles), where its employees got it out of the bag.

But you need to bring all the documents together. To get a medical certificate, you need to go to a doctor. His office and the corresponding list of information I have, if anyone needs it. Getting a certificate does not take much time. I probably arrived at 9 o’clock in the morning and at 13 o’clock I was free, so this took  4 hours to receive this sertification. They got my analyzes there, checked them right there and they said everything was fine.

I was inspected by a doctor, checked with the help of a stethoscope, how the heart works. They tested my vision and hearing . They were leading by some kind of thing in front of my eyes – what they were testing  there I do not know. They asked me to get up and raise the hands up and to get lower – probably the spine was checking I do not know. In general, there is nothing difficult there. And this medical board is passed over if not all than almost everyone. It can be a failure only in vision  probably or if you do not understand English completely, because the doctor is chatting a lot in English. I have also took a group of two guys and lead them parallel with me  just experimentally. We went to the medical board together. Everyone have coped so they have no problems …Well, I came and told them that they would be asked this, this and this so they do not have to get confused. They normally did everything (one and them absolutely without knowledge of English), they passed this medical board without problems, all turned out to be the good ones .

The next stage is passing of the theoretical part. The theoretical part includes 3 tests.  Each of it we need to learn at home and come to the DMV office (where we are going to get ordinary rights also we come there to pass 3 CDL tests).

This 3 tests are:
This test is the most extensive one; I think it is considered to be the most difficult one because of this reason. There are about 300 questions that need to be answered. The questions relate to general knowledge, safety, truck devices and some situations on the roads. This test was given  a little bit easier to me than to others, because I already knew the answers to many questions from my main specifity. For example questions about switching the distant light to the nearer and how to be in one or another situation. I teach my clients the answers for the same questions when they are going to get the usual rights so then of course I know them well.

Therefore, in this part of the test it had probably been on a 15 percent easier to me. These 15 percent of the issues I have already known. The other questions I had to be taught of course. Many new terms I did not know. Many of questions were the ones I knew from my main work (these are all the road terms). Of course, it was easier for me. I look at my guys: they do not know the words, which are already elementary for me . And also I had many other words that were added to this cargo specificity. So the General Knowledge test as a rule needs to go first, because in DMV systems it is often scored first. Until we pass it, we can not go further.

But people like to pass this test in last turn because it is more complicated, and they are going to pass the simple ones at first. There are some DMV offices where the system does not commit to do the General Knowledge first so you can start with more simple tests. If someone has questions about which sequence is better, I will tell;
  • Air Brakes (pneumatic brakes). 
The trucks are equipped with pneumatic brakes. This test was completely new to me here. He was not that vast. I needed to learn somewhere about 80 questions to pass it. But the test was completely new, because we do not use these brakes in motor cars and of course and we do not know anything about them at all. However, it had to be learned;
  • Combination.
This test is aimed to educating us to make a correct coupling between a trailer and a tractor. All this was also new to me, all these terms and in general how it all happens, because I know how to control only the motor car. But I learned it too. The test is not very extensive, there are also about 80 questions. So this is how I passed 3 of these tests and based on their results I got a permit that called Temporary Driving Permit (temporary management permission).

This permit is issued for a period of 180 days and during these 180 days I can go to school to study driving, as well as I can easily drive truck on a road in the presence of a driver who has already a full rights in this cargo category. So I figured out with the medical part and with the theoretical part; now I have only a driver’s school. Today I have a fly to Belarus in 3 hours and I am still here working! I’ll go to rest for several weeks and this permit will have already 2 weeks, and it will be possible to go to pass a drive part.

Опасно ли работать трак-драйвером в США?

Truck
Вашему нанимателю очень не хочется, чтобы вы попали в аварию или неприятности, поэтому он старается снизить для вас риски.

В дороге водителей обеспечивают картами, маршрутами, навигаторами и датчиками, так что потеряться очень сложно. В маршруте продуманы остановки, перекусы, мотели.
Мы диспетчерская компания предоставляющая диспетчерские услуги по грузоперевозкам в США. Если вы водитель трака и ищете доступную диспетчерскую компанию для сотрудничества обращайтесь к нам.
У вас с собой кредитная карта, которой вы расплачиваетесь за заправку и еду. Снять с неё наличку можно в очень небольших количествах, поэтому для грабителей вы не представляете большого интереса.

Рэкети на дорогах нет. Главные риски связаны именно с вождением в плохую погоду и на тяжелой местности.

Ещё такой момент: понимать, из чего состоит грузовик, — необязательно. Если вы можете простучать колеса и подлить жидкости, всё нормально, потому что ремонтом и техобслуживанием траков занимаются специальные сервисы.

Relationship Between The Dispatcher And The Driver


What you should know about the driver is that they are in there truck for hours at a time. Most of them are single drivers and so they are not just in their trucks for hours at a time but also by their self. Now many may say that that’s what they signed up for. Some may say well I’m not in a truck but I am along at work by myself for long hours at a time. None of these things matter. The thing that matters the most is the sacrifice that they give on the job.

When a driver calls into dispatch it’s to hear a friendly voice along with entrusting you with the information that you give them. Dispatchers are the middle man for brokers and drivers. With that being said the driver hopes that you are giving them the correct information. When I have drivers call in and just start talking about non related load stuff. I just listen sometimes. A lot of drivers just want to vent. They may just need someone to pick up the phone and hear what they are going through.

Our company carry the professional dispatch services and offer you to join to our affordable truck dispatch company.

Building a relationship between the dispatcher and the driver start from day one. The day that the driver becomes a part of the team is when it starts. Become familiar with the driver. Learn their name. Find out if they prefer a nick name or just be called Mr. or Mrs. Driver. Find out how long they have been driving. Veteran drivers usually are set in their ways and have their way of doing things. See if there is something that you can do make them comfortable with you.

After the driver and you have become acquainted now is the time for you to explain your position you play in the company. Rule of thumb always be up front and don’t promise anything that you can’t produce. Drivers like brokers will respect you more if you are honest and upfront with them. Like all relationships with time it will grow and develop more. Just remember drivers are the key ingredient to trucking. Without them we have no job.

Many people wonder how to make money dispatching trucks. It’s simple you can dispatch trucks from home. This is a great cooperation between dispatcher and a driver.

Сколько зарабатывают водители траков в США?

Сколько же зарабатывают американские дальнобойщики? В среднем они получают от $1500 в неделю. Обладатели собственных грузовиков имеют более высокие заработки, однако за вычетом налогов, расходов на ремонт и страховку это в среднем лишь на пару тысяч в месяц больше. Зарплата, конечно же, напрямую зависит от престижности компании, на которую вы будете работать, и от ценности грузов, которые вы будете перевозить. Новичкам, конечно, не доверят грузы высокой ценности. Сначала вы будете перевозить что-то вроде стройматериалов, мебели или продуктов. Однако если вы продержитесь 2-3 года и обретёте опыт и репутацию, вам начнут доверять более ценные грузы, и зарплата сразу возрастет. Опытные и трудолюбивые дальнобойщики умудряются зарабатывать до $10 000 в месяц.

Мы диспетчерская служба грузовых перевозок. Мы предлагаем водителям траков свои диспетчерские услуги грузоперевозки по США.

В качестве заключения приведем основные преимущества и недостатки работы дальнобойщиком в США.

Плюсы:

– высокая заработная плата;
– при наличии документов, очень легко найти работу;
– комфортное вождение благодаря высокому качеству дорог;
– доброжелательное и деликатное отношение со стороны других участников движения;
– высокая престижность профессии;
– возможность побывать во всех штатах;
– низкая вероятность столкнуться с криминалом (в большинстве районов страны).

Минусы в основном те же, что ожидают водителя трака в любой другой стране:

-всевозможные опасности, подстерегающие дальнобойщика на дороге;
-ответственность за груз;
-нарушенный режим сна;
-отсутствие какого-либо карьерного роста.
Если вы готовы примириться с этими трудностями ради действительно высоких заработков, а также если вы прекрасно ладите с автомобилями, то работа водителем трака в США для вас!

Какие бывают дальнобойщики в США?


Есть несколько видов дальнобойщиков; деление по грузу, который они возят.

– Dry Van Drivers возят нескоропортящиеся товары. Они ездят на закрытых фурах, это самый легкий вид работы.

Flat Bed Drivers возят что-то конкретное большое типа дерева или стальных листов. Их автомобили имеют полуоткрытые прицепы.

– LTL Drivers возят лёгкие товары и сами же их разгружают.
– Refer Drivers возят холодильники на колёсах.
Tanker Drivers перевозят жидкости в цистернах.

Мы профессиональная диспетчерская компания которая предоставляет свои диспетчерские услуги по грузоперевозкам для водителей и владельцов траков. 

Самые большие деньги платят на цистернах и в Dry Van, когда это пестициды, горючее и всё прочее с наклейкой “Опасный груз”.

Легче всего начинать с LTL, для которого не надо дополнительных знаний. Иногда, когда водитель меняет категорию, начинаются проблемы, потому что оперативно переключиться на новый груз и изменить стиль вождения выходит не у всех. К сожалению, такие водители чаще попадают в аварии, иногда очень печальные.

как получить CDL – права на трак ?

Всем привет. Сегодня мы с вами поговорим о профессии трак драйвер (водитель грузовика) в Соединенных Штатах. Профессия, наверно, одна из самых популярных среди иммигрантов по нескольким причинам. Во-первых, для того чтобы стать трак драйвером не нужно многолетнее обучение, то есть получить, в общем-то, необходимо только права на трак (которые здесь называются CDL, что расшифровывается как commercial driver’s license – коммерческое водительское удостоверение). Получение этих прав не занимает много времени. В принципе, можно уложиться в месяц с небольшим или где-то до двух месяцев.

Мы диспетчерская компания предоставляющая диспетчерские услуги по грузоперевозкам в США. Если вы водитель трака и ищете доступную диспетчерскую компанию для сотрудничества обращайтесь к нам.

Во-вторых, эта профессия является такой популярной, потому что не требует особых знаний английского языка, что, конечно, на первых порах большой плюс. Я очень много вижу иммигрантов, которые с этого начинают свой путь в Америке. Как только они получают разрешение на работу, Social Security number (SSN; номер социального страхования) или приезжают по Грин-карте, то очень многие сразу идут получать эти права. Без SSN, без разрешения на работу такие права не получить, поэтому к тем, кто уже «загорелся» в туристическом статусе, это не относится, прошу прощения. Это относится только к тем, у кого есть разрешение на работу и SSN или Грин-карта. На получение этих прав уходит до двух месяцев. Процесс не требует много денег. В принципе, можно уложиться в $1 500–2 000, если здесь проживать по месту и не снимать отдельно жилье, для того чтобы приезжать в школу.

Конечно, по зарабатываем деньгам получается плюс. Трак драйвер уже на первых порах зарабатывает в районе $1 500 в неделю, что, в общем-то, не так часто встречается среди других профессий. По другим профессиям на такой заработок выходят не менее чем через год, наверно (а без знания английского, я даже не знаю). Работа водителем грузовика дает возможность зарабатывать более или менее приличные деньги, потому что оплата идет по милям: что-то от $0,40 до $0,50 за милю. И дальше уже доход зависит от того, сколько человек хочет зарабатывать. Есть, конечно, и минус, который заключается в том, что семья видит водителя редко, потому что поездки длятся несколько дней, а бывает, что и неделями человека нет дома, он где-то катается. Лучше такой работой заниматься, когда человек один, когда у него нет семьи. Ну в принципе, и когда есть семья, это тоже не такая большая проблема. Я знаю, что некоторые американцы так вот семьями катаются: и муж, и жена катаются, может быть даже дети. Я, конечно, несильно понимаю, как можно ребенка воспитывать в траке, но такая практика есть.

Далее, что нужно, чтобы получить эти права. В этом, собственно, и заключается цель моего видео. По обычным правам-то, конечно, я помогаю, и многие, многие у меня спрашивают и говорят: теперь у меня следующая цель – получить коммерческие права, что ты мне можешь предложить на эту тему? А я ничего предложить не могла, потому что я была узко ограничена своими обычными правами на легковые автомобили. Устала я отдавать, значит, клиентов посторонним людям и решила, что, наверно, уже пора этим самой заняться. Не так уж там и все сложно, учитывая то, что я уже в этой сфере кручусь. И я решила начать с себя, получив CDL. Я уже начала этот процесс и нахожусь, можно сказать, на середине.

Данный процесс состоит из 3 этапов: 
 1) прохождение медкомиссии. Необходимо получить заключение от врача о том, что мы годны к управлению траком; 
 2) сдача теоретической части; 
 3) сдача вождения – практической части.

Медицинскую справку я уже получила. Она представлена в виде нескольких листов формата А4. В ней находится наша информация. И вот мне еще что-то в пластиковый пакетик положили, я этой справкой потом пользовалась в DMV (Department of Motor Vehicles – Департамент автотранспорта), там ее сотрудники доставали из пакетика. Но приносить надо все документы вместе. Чтобы получить медицинскую справку, надо пойти к врачу. Его офис и соответствующий список информации у меня есть, если кому надо. Получение справки не занимает много времени. Я, наверно, приехала к 9 часам утра и уже в 13 часов я была свободна, то есть где-то 4 часа ушло на получение этой справки. У меня там взяли анализы, проверили их сразу на месте, сказали, что все нормально. Меня осмотрел доктор, послушал с помощью стетоскопа, как работает сердце. Зрение проверили, слух проверили. Водили какой-то штукой перед глазами – что они там проверяют, не знаю. Попросили встать и поднять ручки вверх, опуститься – позвоночник проверяли, наверно, я не знаю. В общем, ничего там сложного нет. И эту медкомиссию сдают если не все, то почти все. Наверно, только на зрении там можно провалиться, или если совсем по-английски не понимаешь, потому что врач много болтает на английском. Я попутно взяла группу из двух парней, просто экспериментально веду их параллельно с собой. Мы вместе поехали на медкомиссию. Все справились, то есть они без проблем… Ну как, я пришла и сказала им, что будут спрашивать это, это, это, поэтому не запутайтесь. Они нормально все сделали (один из них совсем без знания английского), прошли эту медкомиссию без проблем, все годные оказались.

Следующий этап – это сдача теоретической части. Теоретическая часть включает в себя 3 теста. Каждую из них нам нужно дома выучить и прийти в офис DMV (куда мы идем получать обычные права, туда же мы приходим сдавать 3 теста на CDL).

Что это за 3 теста: 

General Knowledge (общие знания). Этот тест самый обширный, он, я думаю, считается самым сложным по этой причине. В нем около 300 вопросов, ответы на которые нужно выучить. Вопросы касаются общих знаний, техники безопасности, устройства трака, каких-то ситуаций на дорогах. Этот тест мне дался немножечко, наверно, проще, чем другим, потому что ответы на многие вопросы я уже знала из своей основной специфики. Например, вопросы о переключении дальнего света на ближний, как быть в той или иной ситуации. Ответами на эти же вопросы я обучаю своих клиентов, когда они получают обычные права, то есть, конечно, я знаю их хорошо. Поэтому в данной части теста мне, наверно, было процентов на 15 проще, эти 15 процентов вопросов я уже знала. 

Другие вопросы, конечно, пришлось поучить. Много новых терминов, которые я не знала. Много, естественно, было тех, которые я знала по своей основной работе (вот эти все дорожные термины). Мне, конечно, было проще. Я смотрю на моих парней: они не знают этих слов, которые для меня уже являются элементарными. И опять же, поверх них у меня было еще много слов, которые добавились по этой грузовой специфике. Значит, тест General Knowledge, как правило, нужно проходить первым, потому что в системах DMV он часто забит первым. Пока мы его не сдадим, мы не можем идти дальше. Но люди любят сдавать этот тест в последнюю очередь, потому что он сложнее, и идут сначала сдавать простые. Есть такие офисы DMV, где система не обязует сдавать сперва General Knowledge, а можно начать с более простых тестов. Если у кого-то будут вопросы по поводу того, какая последовательность лучше, я подскажу; 

– Air Brakes (пневматические тормоза). Траки оборудованы пневматическими тормозами. Здесь этот тест был для меня абсолютно новым. Он не был таким обширным. Чтобы его сдать, мне нужно было выучить что-то около 80 вопросов. Но тест являлся полностью новым, потому что эти тормоза мы, конечно, в легковых машинах не используем и про них вообще ничего не знаем. Однако пришлось это выучить; 

– Combination – этот тест направлен на то, чтобы обучить нас правильно делать сцепку между трейлером и тягачом. Для меня все это тоже было новое, эти все термины, и вообще, как это все происходит, да, я же умею только легковой машиной управлять. Но ничего – выучила. Тест не очень обширный, там тоже около 80 вопросов. Таким вот образом 3 эти теста я сдала и по их результатам получила permit, он называется Temporary Driving Permit (временное разрешение на управление). Я прошу прощения, меня отвлекли: по работе надо было поехать вождение сделать. Вот по Флориде побегала-побегала 5 минут, вся кожа уже розовая – добро пожаловать в Америку.

Так вот, permit выдается на срок в 180 дней, и в течение этих 180 дней я могу и в школу ходить учиться вождению, а также я могу и просто на дороге водить трак в присутствии какого-то водителя, у которого есть уже полноценные права вот этой грузовой категории. Таким образом, с медицинской частью я разобралась, с теоретической частью разобралась; теперь у меня остается только школа – вождение. Сегодня я уже через 3 часа лечу в Беларусь, а я все еще вот работаю! Поеду отдохну несколько недель, как раз этому permit будет 2 недели, и можно будет ехать сдавать вождение.

Зачем вам работать с нами?


Мы диспетчерская служба грузовых перевозок. Мы предлагаем водителям траков свои диспетчерские услуги грузоперевозки по США.

Если вы выбрали наши диспетчерские услуги, вы получите следующие преимущества:

У нас постоянный поток грузов, поэтому ваш грузовик никогда не будет пустым. Мы можем предложить 24/7 помощь в решении проблем и проблем, мы можем помочь в решении дорожных вопросов, таких как проблемы с грузовиками / трейлерами. 

Мы можем научить вас трюкам о грузоперевозках и о том, как сделать ваши предприятия более прибыльными Наши сотрудники хорошо обучены в отрасли, и у вас не будет времени на удержание. 

У нас всегда будут грузы для вашего грузовика, мы работаем с онлайн-досками и частными брокерами, чтобы мы получили лучшие предложения, которые вы можете получить. Мы работаем на процентной основе, поэтому ваш наилучший интерес – наш лучший интерес. 

Если вы решили работать с нами, вам будет назначен один диспетчер, который имеет доступ ко всем нашим государственным и частным платформам грузовых перевозок, работающих с ведущими брокерскими компаниями по всем 50 штатам, диспетчер узнает все ваши предпочтения и будет работать в вашем Наилучший интерес