Posts Tagged “Des Moines Truck Brokers”
Jimmy DeMatteis, CTB, President & CEO of Des Moines Truck Brokers was honored by the national Transportation Intermediaries Association (TIA) with the 2017 Heritage Award presented at their 39th annual Conference in Las Vegas, Nevada on April 18.
The Heritage Award is the most respected honor in the logistics industry. It recognizes exceptional industry leadership and long standing support of the TIA, the premier organization for third-party logistics professionals in North America and over 1,600 members.
In reflecting on his career, Jimmy wrote the following:
30 years ago, in April of 1987, I attended my very first trade association conference. We had joined the TBCA (Transportation Brokers Conference of America). I was curious to see what others in our industry were doing and determine if this would be a fit for DMTB. I spent two days at the Adams Mark Hotel in Houston, TX exchanging business cards with other brokers (Logistics and 3PL were tags we didn’t use then) and learning everything I could about how these other brokers ran
James R. DeMatteis, (l-r) CTB accepts Heritage Award from Jason Beardall, chair,and Robert Voltman, president and CEO, Transportation Intermediaries Association.
their businesses. I returned to our office in Norwalk, IA with a few ideas I could try and found some were good for us. I met some people at that conference that have long since become friends.
I was excited to return to the next conference the following year in Las Vegas. My Dad was very much in charge those days and he pulled rank and took along Rick Demory one of our retired colleagues who is also a very good friend and golfing buddy of my Dad. When they returned home I was excited to hear if their experience was as good as mine. Who did they meet? What were the hot topics? Anything new we needed to be on top of? To my chagrin Dad said, “Oh we went to one meeting, but the weather was great so we played golf for three straight days!” I decided then I would be attending the future conferences.
Since that meeting in Las Vegas I have only missed two conferences, one with the passing of my son in law and the other due to a severe case of pneumonia. The industry has changed drastically and so has DMTB. We worked from a Roladex and yes I do still have mine. No CTBs (Certified Truck Brokers), no computer, no website, no electronic invoices or payments, no real time electronic tracking and tracing, no portals that allow our customers to enter an order or check its status, no apps that allow our carriers to send a proof of delivery or receive a load confirmation instantly; shoot we didn’t even have cell phones… Contracts? Nope. Just our word and a promise to do things ethically with no excuses.
20 years ago the TBCA became TIA (Transportation Intermediaries Association). By then we had a computer, fax machine, email, contracts, and a documented Code of Ethics. All of this and more due to our involvement with TIA. All of these tools allowed us to grow. We built our business on relationships by exceeding expectations, paying our carriers very fast, and we still followed Dad’s lead to keep our word and make no excuses.
11 years ago I became President of DMTB and was honored to be elected to the TIA board of Directors. Permitting me to work side by side with some of Logistics best minds, many of whom have become dear friends. While serving on the board, we started the TIAPAC and I was asked to be our first PAC Chairman, a role I played for six years. This allowed us to create a voice in Washington. We started Legislative fly-ins to allow our members to walk the halls of DC and meet face to face with transportation and infrastructure members of Congress. We went from obscurity to a respected voice for transportation and supply chain. Today nearly 17,000 companies are licensed property brokers. TIA membership represents the top 10% of the industry and accounting for over 60% of our $166 Billion commerce. That’s four times the candy industry and one and a half times the beer industry!
In April of this year Ben Batten, CTB became a partner at DMTB. Ben, Jim Walstrom, CTB (our Operations Manager), and I traveled to Las Vegas for the 2017 TIA Conference. Prior to leaving we found out DMTB made Transport Topics Top 100 Freight Broker list! I attended my final board meeting at TIA and reflected on what we have accomplished as an industry. There is still more to accomplish and we have great leadership in place.
General George Patton once said, “Lead me, follow me, or get out of my way”. At DMTB our entire operations staff has earned their CTB from TIA. We currently have six new members of our team either testing or studying to test for their CTB. We have individuals that have taken leadership roles in UFPA, IMTA, and IGIA. We have a culture built on participation with each member of our team taking their turn leading our monthly company team meetings. There is a sign posted in our Ops room that says 100/0. 100% effort 0 excuses. We will celebrate our 48th year in business this June. We continue to experience double digit growth in staff, load count, revenue and more importantly benevolence. For this we are humbled and grateful to all of you.
Lead, follow, or get out of the way…No excuses.
(The son of a truck driver, I’ve known Jimmy DeMatteis for nearly 30 years. My congratulations on a well deserved award! When I think of Jimmy and DMTB, I think of honesty, integrity and someone who does things the right way. — Bill Martin)
Des Moines Truck Brokers introduces a brand new app for truck drivers. Proprietary to DMTB, the app is FREE to drivers. This innovative new convenience is now available at both Apple and Android App Stores.
Just go to the store on your phone and put in – DMTB. The new app puts drivers in charge! It will deliver load information. Rate confirmations can be signed and automatically sent back right from the app.
Drivers will be glad to hear that comments and reefer temperatures can be added. Check calls become automatic for pick up, delivery and enroute. The driver can do it all anytime, from anywhere.
“No more wasting time and money faxing from truck stops,” says Account Manager Eric Davis, CTB. “Drivers can take photos of BOLs and easily send them to DMTB and their dispatch.”
The DMTB Driver App is free to carriers and drivers. It provides access to the DMTB load board and quick links to DMTB social media. It even shows locations of nearby truck stops, Walmarts and weather.
“We are encouraging all drivers to download the free DMTB Driver App,” stated DMTB President Jimmy DeMatteis, CTB. “We think you will find it saves time and makes life on the road just a bit easier.”
This article was reprinted from the April 2016 issue of Dashboard, the online publication of Des Moines Truck Brokers.
Des Moines Truck Brokers, Inc. was started over 46 years ago and is a full service third party transportation logistics provider. Our professional staff offers over a century of transportation and traffic management experience to assure excellent customer satisfaction. The company delivered over 10,000 truck loads last year. Over 98 percent of these loads were on time. Our reputation for paying carriers fast is second to none. Also, we have a claims ration of less then ½ of 1 percent over the past five years. Des Moines Truck Brokers, Inc. knows that Service is all we have to sell.
As the federal government continues to pile rules and regulations on interstate trucking it is time shippers start treating truckers as partners. Times are rapidly changing in a world of cyberspace.
Jimmy DeMatteis is president of Des Moines Truck Brokers, Inc. (DMTB) of Norwalk, IA, that bills itself as “Iowa’s first and most nationally recognized third party logistics company.” Like it or not, DeMatteis says the day is coming when businesses are going to have to change the way they deal with the trucking industry or begin facing the consequences of government penalties.
“If you do anything to coerce these guys to go against the rules, hours of service, etc., they (the government) can issue severe penalties” that he notes can start at $2500 and go up to $25,000 for repeat offenders.
An example of these changing times comes with the implementation of e-logs.
The Federal Motor Carrier Safety Administration issued its final rule last December requiring the use of electronic logs in all 2000 and newer trucks in interstate commerce. The Owner-Operator Independent Drivers Association (OOIDA) has filed a Petition for Review citing the rule as an intrusion into the rights of professional truckers and an invasion of a driver’s right to privacy.
DMTB arranges thousands of refrigerated produce and other fresh foods each year.
“There will be fines so you (shippers) have got to be careful telling motor carriers to get to their appointments, while the guy is still waiting to load at a dock. If you do anything to coerce these guys to go against the rules, hours of service, etc, they (government) can issue severe penalties. You can wait at a dock six to eight hours, and they tell the driver you have to have a load delivered in an unreasonable amount of time,” DeMatteis says. “You can’t do that anymore.”
The DMTB executive notes a down side to e-logs are many truckers feel they will make less money because of running fewer miles.
“Shippers and brokers have to be educated it is not business as usual. If you want good carriers it’s time to start treating them as partners. Carriers have always been blamed for everything and it is really inefficient shipping,,” he states.
DeMatteis calls for government to spend more time making trucking more efficient. “Instead, they too often take the adversarial route and treat everyone like an outlaw. The outlaws aren’t out there anymore.”
Continuing, he adds, “I want the carriers to survive. Shippers need to be more honest, efficient and accurate with shipping schedules and get the trucks out when they say they are going to get them out.”
ABOUT DES MOINES TRUCK BROKERS:
James A. DeMatteis starting hauling produce in 1951. As a small fleet owner in 1963 he became a broker of exempt commodities. This eventually evolved in 1969 into DMTB. The company was a one man operation until Jimmy DeMatteis joined in 1984. The third party logistics provider operates in 48 states, Canada and Mexico. It delivered over 10,000 loads last year, with over 98 percent of the deliveries being on time.
According to the DMTB website: “Our reputation on paying carriers fast is second to none. Its claims ratio is less than one half of one percent over the past five years.”
Happy New Year and welcome to 2016!
It has been a memorable year for HaulProduce.com We’ll be noting, if not celebrating our 4th anniversary on January 12th, of providing you the most up to date information on hauling fresh fruits and vegetables as well as issues surrounding fresh produce that may affect you.
We posted our 1300th item on December 18th. Those taking advantage of our free subscription continues to grow. This is where you are automatically notified of new postings. We have now surpassed 350 subscribers.
I want to thank my sponsors, all of whom I’ve personally known 20 years or more. All of them represent the highest standards of honesty and integrity, and truly care not only about their customers, but the men and women behind the wheel of the big rigs that keep this nation moving.
There is Allen Lund and Kenny Lund (Allen Lund Company), Fred Plotsky (Cool Runnings) and Jimmy DeMatteis (Des Moines Truck Brokers). If you are an owner operator, small fleet owner or some other type of long haul carrier, you are in good hands with these folks.
TransFresh is another sponsor, but of a different nature. When you click on their ad it can open a lot of doors to valuable information for those involved with transporting perishables. Rich Macleod of TransFresh has a soft spot for the hard work ethic and the issues facing produce truckers, and he understands and appareciates the vital role they play.
The challenge of not only finding produce loads, but being paid a fair freight rate, is just the start. Delivering that perishable product from point A to point B in a timely fashion, and in good condition can be equally as challenging. Hopefully, through HaulProduce.com we can play a small part in making your business more successful.
In the meantime, here is wishing you a healthy, happy, and prosperous 2016 – and of course, safe travels. God Bless. —Bill Martin
According to the American Trucking Associations (ATA) our industry currently needs another 30,000 qualified drivers. The number is expected to rise to 200,000, over the next 10 years. Drivers are getting old. The average age for -hire is about 49; about 55 for less-than-truckload drivers (LTL) and private carriers. Average turnover rate is 115-120%.
Hauling more than 70% of all freight in the US, trucking is a vital component to economic growth of the country. But there is not enough capacity to handle the anticipated growth. The result is that everything slows down.
Being away from home for long stretches is a major drawback to attracting recruits to drive trucks. The age requirement, restrictive regulations and demanding work schedules are further deterrents.
Des Moines Truck Brokers (DMTB) President Jimmy DeMatteis pointed out that “The driver pool is being pinched from both ends. Baby boomer drivers are retiring. But we have also lost young people who elected to go into the work force right out of high school. They used to be allowed to drive interstate at the age of 18. Now that age has been raised to 21.
“By the time they are in the labor market for three years, young adults can be well on their way to a career in construction, retail or service. They are not interested in starting all over again from the bottom as a brand new truck driver. Raising the age limit has been a major blow to driver recruitment.”
There is a move afoot to convince insurance companies to create training standards that would allow young drivers behind the wheel. DeMatteis notes, “At the age of 18, they are allowed to go into combat and fly a plane and drive a car. With the proper training, they should also be able to drive a truck.”
Driver pay must be increased if the capacity shortage is to be addressed. In real dollars, drivers today earn less than they made in 1990.
Solving the driver shortage will undoubtedly cause an increase in the cost of shipping. It will also take innovation and a dose of reality as shippers and carriers face the problem head-on, in 2015.
Reprinted with permission from the 2015 February issue of Dashboard, which is published by Des Moines Truck Brokers.
This is nothing new since various types of rail service, whether using refrigerated rail cars or piggy trailers, has been tried since at least the 1970s. But after a long lull, some new services have been introduced. We’ll get more specific on these in a future feature story. For the time being, here are some observations by veteran individuals whose focus is on transporting fresh fruit and vegetables by truck, and their take on the efforts to increase rail service.
Kenny Lund, vice president of the Allen Lund Co. of LaCanada, CA notes rails only account for one to two percent of the fresh produce being shipped. There are only so many tracks and it would take billions of dollars worth of equipment to increase produce volume rail to say, four to eight percent.
“Refrigerated rail is increasing,” Lund notes. “They are doing more with wine, dairy and more temperature controlled products. But we don’t see a massive shift to rail and don’t see a pathway to do that.”
Fred Plotsky is president of Cool Runnings LLC of Kenosha, WI. He says new services such Rail Logisitics Cold Train, a rail operation based in Overland Park, KS, bases its freight rates on truck rates.
“The rails understand the market and they are taking advantage of it. Cold Train….will set a rate of say $3600 when the truck rate (to the same destination) is $4000,” Plotsky observes. Then when the truck rates increase to $4500 or $4600 Cold Train will increase its rates accordingly.
“Their service (Cold Train) is good and you can load them Monday for delivery Friday 0ut of Washington or California to Chicago,” he says.
However, Plosky adds if a shipper has a mixed load of produce spread out over 100 miles with three pick ups you are not going to use that rail service. Now if the rail service involved is a straight load or two pick ups in the same town, that is feasible.
At Des Moines Truck Brokers in Norwalk, IA, President Jimmy DeMatteis says they have working relationships with companies using the railroads.
“But there have been problems with claims. With some loads the rails don’t want to take responsibility for it. There’s not enough rail equipment yet and the rail infrastructure is poor. But the rails are making inroads,” DeMatteis says.
Lund at Allen Lund Co. adds, “The rails don’t like produce and they don’t like the claims that come with it. They won’t go out of their way for produce like they will wine and other temperature controlled items. What the rails like is consistency. Produce is opposite of consistency, because growing regions change, and demand changes. The rails build their world around schedules. The rails and trucking are major competitors, and the rails don’t want to do anything to help trucking.”
Doug Stoiber is with Raleigh, NC-based L&M Transportation Services. The company vice president had expected a “greater impact” from rail related companies such as Railex LLC of Rotterdam, NY, that partners with the Union Pacific Railroad and CSX Transportation.
“Railex is successful and they are growing and they are encouraging some competition. I’m surprised they haven’t taken more truck loads of freight off the highways than they have,” Stoiber states.
He notes 98 percent of all consumer goods are delivered by truck and about 95 percent of produce is handled by truck. Stoiber says while the rails can take a lot of long haul produce off the highways, instead of “eliminating” transportation, it tends to “re-arrange” the movement of product.
“You still have to pay (a truck) for that first mile and the last mile, because the rails can’t deliver to the store doors or distribution centers, at least not yet. The cost comparatively for that first mile and that last mile is a lot higher than if it is delivered from shipping point to destination on a truck,” Stoiber says.
How green is green when it comes to enviromental issues and dedication to those issues? Is the size of that so-called carbon foot print what it appears? While it can be a mixed bag, what is certain is that truckers are being affected by changes and polices.
For example, one of the biggest changes coming sooner than we may think is noted by Doug Stoiber, vice president of L&M Transportation Services, based in Raliegh, NC.
The LMTS executive states, “Within the next couple of years we’re going to see a whole lot more trucks switching from diesel fuel to liquid natural gas and compressed natural gas. That is going to have an impact on the environment and sustainability and fuel costs.”
Currently the fuel delivery industry in playing catch up, he notes, in developing the infrastructure to service natural gas trucks. Stoiber points out truck manufacturers are lining up to purchase the the new 12 liter Cummins natural gas engine.
Jimmy DeMatteis, president of Des Moines Truck in Norwalk, IA agrees.
“I’m seeing more natural gas trucks, It’s supposed to burn cleaner than diesel engines that are five years and older,” he says, “and are certainly burning cleaner than the seven years before that.”
But there’s another side to the “green” issue that often doesn’t receive the attention.
As the president of Cool Runnings LLC in Kenosha, WI, Fred Plosky makes an observation about the produce industry and how it sometimes approaches transportation from an envirnomental stand point.
“…their (produce) buying intiative isn’t nessarily in agreement with their corporate initiative,” Plotsky observes.
For example, he had a couple of customers that requires Cool Runnings to be a part of Smartway, a voluntary environmental program for trucking.
“While they are saying you need to be a part of Smartway and you need to watch your carbon foot print, they don’t run their business that way,” Plotsky relates.
A Cool Runnings hired truck has had to run an extra 100 miles out of route to pick up nine packages of fruit, because the buyer was wanting to buy the fruit direct (from the shipper) and save money.
“The buyer won’t consolidate this to two pick ups in the same town and then buy those nine boxes off the street (from a wholesaler) in Chicago for an extra $3 a box, as opposed to routing the truck and paying $255 for going up (to the shed) , $55 for the pick up and paying $310 more for those nine boxes. What does that do for your carbon foot print?” Plotsky asks.
Kenny Lund, vice president of the Allen Lund Co. in LaCanada, CA says another anti-environmental policy relates to each state having a different fuel blend. He says this is “killing the refineries” and there needs to be a national fuel blend when the conversion is made twice a year for summer and winter weather.
“There is something like 28 different fuel blends across the U.S.,” Lund states. “You have got refineries serving multiple states. They have to shut down production and reformulate it. That just drives up the cost for everyone.”
Lund recalls a trucker who said it best when it comes to the rules and regulations affecting transportation.
“You have got a lot of people making regulations for the trucks that have never been inside a truck.”
After all, he grew up with a dad who started hauling produce in 1951. His father eventually formed a brokerage in 1963 that eventually became Des Moines Truck Brokers. Jimmy has since became president of the company.
“Everything we do is useless unless we have a driver in that seat. When a driver walks into our office, our people (staff) get up, and walk over to that driver and shakes his hand. I’ve been in an environment where they see a driver and they get up and walk out of the room, or start staring at their monitor and suddenly start acting like they are busy,” DeMatteis says.
He believes the trucking industry needs to do a better job of recruiting, and that is only going to happen by making the driving jobs more attractive. First and foremost, he states that shippers and brokers alike need to recognize the value of drivers.
“I think produce shippers in general are one of the worst offenders. They tend to look at trucking strictly as a necessary evil. They fail to see it as an intregal part of the supply chain,” DeMatteis says, whose company expects to arrange about 9,000 loads this year.
He notes there are trucking jobs available where drivers can earn $50,000 to $60,000 a year, without having to be on the road for three weeks at a time. These are jobs “where you’re not treated like dirt.”
While DeMatteis sees plenty of room for improvement by shippers and brokers in their treatment of truckers, he also sees the other side of the coin.
“Some drivers with an 18 wheeler are driving 25 mph over the speed limit. They need to wise up and realize this is a profession. Some of these guys drive like they are reliving the NASCAR race they saw on Sunday. If you want to be treated like a professional, act like a professional,” he states.
Then he adds that there are too many “stupid” people driving four-wheelers as well.
While DeMatteis believes the majority of carriers are trying to conduct business the right way, he is critical of “the market squatters that are just trolling the load boards, waiting for the home run, and secure that $10,000 load from California to Boston (especially during the summertime peak produce shipping season).
He understands the market dictates rates, and the majority of time one is dealing with spot markets.
“The market squatters aren’t doing anything to be sustainable in the long run. They need to operate like a business. I’m not saying you should not take advantage of a market; everyone does. It is good business. But when you are churning and burning through customers, you can do that until there is nothing left. When I feel abused by a carrier, that’s the last guy I’m going to call when I need a load,” DeMattheis states.
He explains it is better when business is done right and you negotiate a fair rate, check one another out, provide the service, pay promptly and at the end of the haul you feel as if you can build upon a business relationship. There needs to be more of this in trucking, DeMatteis believes.
When it comes to being proactive in working for improvements in the trucking industry, by speaking out and pushing for improved, if not fewer regulations, Jimmy DeMatteis certainly seems to do his share.
You might say he’s takin’ it to the streets fighting the bureaucracy in an effort to improve the trucking industy for everyone.
As the president of Des Moines Truck Brokers in Norwalk, IA, his company was named in 2009 as the National Broker of the Year by the National
Jimmy DeMatteis Association of Small Trucking Companies (NASTC). DeMatteis serves on the executive committee of ASECTT (Alliance for Safe Efficient and Competitive Truck Transportation) and is chair of the Transportation Intermediaries Association (TIA) Political Action Committee.
While involved in these groups, not to mention others, he recently led a $12 million building project that now is the new headquarters for Capital City Fruit and Des Moines Truck Brokers.
A lot of DeMatteis’ efforts have been through the ASECTT trying to get some sanity put into the CSA-210, which is administered by the Federal Motor Carrier Safety Administration (FMCSA). In the past he has blasted federal bureaucrats over the program which rates the safety of motor carriers. It also ends up rating many safe carriers as being unsafe, he states.
“The CSA scores are unproven, unreliable and based on factors the FMCSA doesn’t even understand,” DeMatteis states. “There has been massive amounts of costly research conducted and proven to be faulty. Yet every motor carrier on the road is subject to the CSA score at any given time. This could result in them being black balled from hauling freight.”
DeMatteis accuses the FMCSA of refusing to recognize their responsibility in this whole equation. His problem with this federal agency is it wants to “deputize” the trucking industry to police and do the job the bureaucrats should be doing. Instead, the FMCSA expects shippers and brokers to judge carrier fitness.
He points out FMCSA bases its safety program on percentages and no matter how many bad carriers are removed from the industry, there are always going to be 35 percent that are going have “alerts.” This is because the system only allows 65 percent of carriers to be considered safe operations at any one time.
As a result, DeMatteis contends some shippers are including requirements in contracts based on CSA scores that blacklist many good, small trucking companies. This results in many of these good small fleets going out of business because shippers and brokers refuse to work with them, due to so-called unsafe scores.
In the April issue of Dashboard, DTMB’s online newsletter, it lists goals of the ASECTT regarding CSA-210. They are:
Short Term Goal:
To require the FMCSA to redact publication of CSA 2010 methodology pending rulemaking or to otherwise affirm that data cannot be used in a court of law to establish vicarious liability and that shippers and brokers may rely upon the Agency’s current fitness determination of satisfactory, unsatisfactory or unrated (which is equivalent to satisfactory).
Long Term Goal:
To reestablish primacy of FMCSA for certifying safety, including preemption of state law.
For more details, visit www.asectt.blogspot.com
It is difficult to find anyone in the trucking industry more aware of the checkered past of truck brokers than Jimmy DeMatteis. For this reason, and simply because it is the right thing to do, Jimmy goes out of his way to make sure those people behind the wheel of the big rigs get a fair shake.
As president of Des Moines Truck Brokers, Inc. (DMTB) he knows the reputation of the company’s 43 year history is on the line with each load. It all began in 1951 with his dad, James A. DeMatteis (Jim Sr.) hauling produce. By 1960 he was a small fleet owner and three years later became a broker of exempt commodities.
Jim DeMatteis Sr. with LJ Mack circa 1960
Jim Sr. started DMTB in 1969 and remained a one-man operation until 1984 when James R. DeMatteis (Jimmy) came aboard.
“We have always been advocates for small carriers and their success,” Jimmy says. To back up his claim, just go the company’s website at: www.dmtb.com where it states, “Our reputation for paying carriers is second to none”. DMTB has a policy to pay all carriers within one day of receiving the carrier’s freight bill.
Jimmy has served on the board of the Transportation Intermediaries Association (TIA) for the past 6 years “because I believe in our industry and I want to see us do it right.”
Jimmy also serves on the Executive Committee of The Alliance for Safe, Efficient Competitive Truck Transportation (ASECTT) whose main focus is addressing “all the fallacies and flaws in CSA-2010.” He notes the Federal Motor Carrier Safety Administration (FMCSA) decided it was “going to ram this program down the throat of every motor carrier.” As a result ASECTT filed a lawsuit. It resulted in the FMCSA having to reevaluate the way it rated carriers through alerts in its safety management systems. The ratings system has resulted in safe carriers being rated as unsafe. “We want FMCSA to do their job. Their job is to determine the safety fitness of the motor carrier community. Instead they have chosen to deputize the motor carrier, shipper, and broker communities to do their work”
“We want the FMCSA to state they are the party responsible for a carrier’s safety fitness, not the shipper, not the broker,” he states. “Shippers are putting things in contracts based on CSA scores that black list many good small trucking companies. Carriers get put out of business because shippers or brokers won’t work with them as they are deemed unsafe by these scores or alerts.”
The problem comes from the FMCSA basing its program on percentages. “No matter how many bad carriers you get rid of, you are always going to have 35 percent that are going to have alerts. This is very damaging to small carriers. It works well for large carriers and gives them a distinct advantage,” Jimmy states.
Based inNorwalk,IA, DMTB recently moved into new facilities shared with a sister company, Capital City Fruit, with whom it has a 43-year relationship.
Jimmy emphasizes small trucking operations are the backbone of the trucking industry.
“I want to think we at DMTB get it. We treat others with respect, we pay fast and take time to talk to our drivers,” he says. Des Moines Truck Brokers has a policy if a driver walks into its office with bills of lading and the staff has not met that trucker before, everyone stands up, and introduces themselves and shakes his or her hand.
“We in the logistics industry all do important work, but at the end of the day, the person doing the most important work, is that guy or gal out there behind the wheel,” Jimmy states.
For more information about Des Moines Truck Brokers, Inc. go to www.dmtb.com or call 800-247-2514