Frequently Asked Questions

Gelle Transport LLC is a US trucking company providing full truckload, LTL, dry van, refrigerated, expedited, line haul, dedicated, heavy haul, intermodal drayage, logistics and transportation management services.

Our headquarters is at 310 Armour Rd Suite 209, North Kansas City, Missouri 64116.

We serve shippers across the continental United States from our Kansas City base, supported by vetted partner carriers for extended coverage.

No. Gelle Transport is a US trucking company; we move freight within the United States.

Gelle Transport is a trucking company. When extra capacity is needed, we also coordinate vetted partner carriers.

Gelle Transport has been moving freight since 2014.

24/7 dispatch, a strong safety focus, clear communication and honest pricing — plus we are a woman-owned and minority-owned business.

Request a quote or become a customer; we will set up your account and shipping preferences.

Pickup and delivery locations, freight type, weight, pallet count or dimensions, equipment needed and dates.

Usually within one business day; urgent requests can be handled by phone or WhatsApp.

Yes. We work with businesses of every size, from single-load shippers to large manufacturers.

Rates depend on distance, lane, equipment, weight, timing, market conditions, fuel and any accessorial services.

A charge that adjusts with diesel prices, usually linked to a published fuel price index.

Contract rates are agreed for set lanes over time; spot rates are one-time prices for individual loads at current market levels.

Truck capacity tightens during peak seasons such as produce season and the holidays, which raises prices.

Charges for extra services such as additional stops, detention, liftgate, inside delivery or weekend delivery.

A charge when a truck waits beyond the agreed free time at pickup or delivery.

A truck-ordered-not-used fee charged when a load is cancelled after the truck has been dispatched.

We list known charges upfront. Extra costs can arise from changes such as additional stops or waiting time.

Consolidate shipments, give flexible pickup windows, load quickly and commit recurring lanes to contract or dedicated capacity.

No. Quotes are free and without obligation.

Yes, recurring freight can qualify for contract or dedicated pricing.

A shipment that uses an entire trailer, moving directly from pickup to delivery.

About 24–26 standard pallets single-stacked, more if freight can be double-stacked safely.

Typically around 42,000–45,000 lb of cargo, keeping the truck within the 80,000 lb gross limit.

A shipment that uses part of a trailer and shares it without passing through LTL terminals.

Yes, multi-stop truckloads can be planned along a sensible route.

A solo driver typically covers about 500 miles a day; a team can cover about 1,000.

Dropping an empty trailer and collecting a pre-loaded one, avoiding waiting time.

Drop-trailer arrangements can be discussed for regular shippers.

Yes, sealing and recording the seal number confirms the load was not opened in transit.

The document that records the shipment and the terms of carriage; it is signed at pickup and delivery.

Less-than-truckload freight shares trailer space with other shipments and moves through carrier terminals.

Typically 1–6 pallets; larger shipments often move as volume or partial truckloads.

A classification from 50 to 500 used to price LTL freight, based mainly on density, handling and liability.

Divide the weight in pounds by the volume in cubic feet (length × width × height in inches ÷ 1,728).

When a carrier re-measures or re-weighs freight and changes its class, often increasing the price.

If the delivery location has no dock or forklift, request a liftgate in advance.

Delivery to a home or non-commercial location, which usually incurs an extra charge.

Palletise, stretch-wrap, avoid overhang and label every handling unit.

Often, because freight passes through terminals and may change trailers.

When you regularly ship about 6–10 pallets or more, or need faster, lower-handling transit.

Non-perishable cargo that does not need temperature control, moved in enclosed dry vans.

A refrigerated trailer that maintains a set temperature for frozen, chilled or sensitive products.

From frozen (typically 0°F or below) to chilled ranges around 33–40°F, or other set points as required.

Continuous keeps air circulating constantly; cycle mode turns the unit on and off to save fuel. Sensitive products often need continuous.

No. Product should be loaded at the required temperature; the reefer maintains it.

Yes, trailers are pre-cooled to the set point before loading.

Yes, and it can protect dry freight from freezing or extreme heat.

Federal rules requiring sanitary practices for transporting human and animal food.

Dry vans are enclosed to protect freight from weather; trailers are inspected before loading.

Usually yes, because of the refrigeration unit, fuel and equipment cost.

Urgent, time-critical freight moved by an exclusive-use truck that leaves as soon as it is loaded.

Planned, time-definite truckload service with faster transit than standard truckload.

Expedited is urgent and unplanned; express is scheduled in advance.

It depends on location and available capacity — call dispatch for the fastest answer.

Yes, on long lanes team drivers can keep freight moving nearly continuously.

Yes, dispatch is available 24/7, subject to capacity.

Production parts, recovery loads, retail stock-outs, trade-show freight and critical materials.

Yes, because the truck is exclusive-use and dispatched immediately.

Yes, with frequent updates from dispatch.

Long-distance movement of freight between terminals, hubs or distribution centres.

Yes, we can agree regular runs between your facilities.

Trucks and drivers assigned to your lanes and schedule on agreed terms.

Guaranteed capacity, consistent drivers, better on-time performance and predictable cost.

It depends on the lane and schedule; talk to us about your weekly volume.

Trucking that reaches rural points, multi-state regions, after-hours moves and peak-season capacity.

Yes, through route planning and vetted partner capacity.

Yes, dedicated runs can include several pickups and deliveries.

Passing a trailer between drivers at set points so freight keeps moving within hours-of-service limits.

Transporting freight that is too heavy or large for standard trailers, using specialised equipment and permits.

Typically 8 ft 6 in wide, about 13 ft 6 in to 14 ft high depending on the state, and 80,000 lb gross weight on interstates.

A load exceeding legal width, height, length or weight limits.

Each state’s transportation agency issues permits for travel in that state.

Yes, a load crossing several states needs a permit from each.

Requirements vary by state and increase with the load’s width, length and height.

A removable gooseneck lowboy that lets equipment drive on from the front and keeps tall loads low.

A flatbed with a lower rear deck for taller freight.

Many states restrict oversize travel to daylight hours.

An exceptionally heavy or large load requiring special review, engineering and route analysis.

As much as possible — permits and planning can take days or weeks.

Exact dimensions and weight, make and model, pickup and delivery details and loading method.

Moving freight by truck and rail in the same container.

Short-haul trucking of containers between rail ramps or ports and nearby facilities.

Trucking 20- or 40-foot containers between ports, rail terminals and warehouses.

It is one of the largest rail hubs in the US, served by several Class I railroads.

A daily charge for keeping a container or chassis outside the terminal beyond the free days.

A charge for leaving a container at the terminal beyond its free time.

Collecting a container early and storing it to avoid demurrage or meet an appointment.

Intermodal is usually most competitive on lanes of about 500 miles or more.

It can add a day or two on some lanes but often costs less.

Moving freight from a container into a domestic trailer for onward trucking.

Rail generally uses much less fuel per ton-mile than trucking.

Planning and coordinating how freight moves — mode, routing, timing and consolidation.

Managing carriers, lanes, schedules and costs to run an efficient freight operation.

Outsourcing day-to-day transportation management to a partner.

Carrier selection, rate management, invoice checks and performance reporting.

Forecasting volumes and designing lanes, schedules and capacity in advance.

Day-to-day management of individual shipments: appointments, documents and exceptions.

Yes, we can schedule supplier pickups and coordinate deliveries to your docks.

Yes, with agreed measures such as on-time delivery and cost per shipment.

Yes, through consolidation, better scheduling, mode selection and fewer empty miles.

Where it helps your operation, we can coordinate alongside them.

Trucking provided under a written agreement covering lanes, capacity, rates and service levels.

A multi-year arrangement where a carrier provides trucks, drivers and management exclusively for one shipper.

DCC is a longer, fully managed fleet arrangement; dedicated trucking covers specific lanes on more flexible terms.

Yes, fully or partially, with a phased transition.

Lane contracts are often 6–12 months; dedicated arrangements are usually longer.

Yes, we welcome invitations to transportation RFPs and bids.

On-time pickup and delivery, communication standards, claims ratios and reporting.

Contracts usually include fuel surcharges and periodic rate reviews.

Use our quote form, call dispatch or WhatsApp us with load details.

As early as possible; 24–48 hours is ideal for standard truckload.

The driver checks in, the trailer is loaded, freight is counted and the bill of lading is signed.

Let us know immediately; waiting time may incur detention charges.

Yes, we schedule and keep delivery appointments.

A signed document confirming delivery, shared after the load is delivered.

We contact you immediately to arrange options such as return, redelivery or storage.

Possibly, but it may add cost and time; contact us as early as possible.

Yes, subject to capacity and the shipper’s availability.

Usually the shipper and receiver; driver assistance or lumper services must be agreed in advance.

Use our tracking page with your reference number, or contact dispatch.

At key milestones — dispatch, pickup, in transit and delivery — or as agreed.

Yes, our dispatchers work around the clock.

Yes, use the WhatsApp button on our website.

A unique number on your booking confirmation used for tracking and communication.

Yes, we communicate delays as soon as we know and share revised timings.

Yes, if you share their contact details.

Email info@gelletransport.com with your reference number.

Qualified drivers, hours-of-service compliance, equipment inspections and proper cargo securement.

Federal limits on how long commercial drivers may drive and work.

An electronic logging device that records drivers’ hours of service.

With straps, chains, binders, load bars and blocking according to federal cargo securement rules.

Yes, pre-trip and post-trip inspections are part of every trip.

Yes, loads are planned to stay within gross and axle weight limits or are permitted when overweight.

Tell us about any hazardous materials before booking so we can confirm whether they can be handled.

Safety comes first; we may adjust routes or timing and keep you informed.

Carriers maintain cargo insurance subject to policy limits and terms; ask us for a certificate of insurance.

Yes, contact us and we will provide one.

Note the damage on the delivery receipt, take photos and notify us in writing as soon as possible.

Send your reference number, photos, invoices and a description — see claims and complaints.

Yes, time limits apply under carrier terms and law, so report issues immediately.

A delivery receipt signed without exceptions, which can make later damage claims harder.

For high-value freight, consider additional coverage beyond carrier liability.

Package and palletise properly, secure loads and give accurate descriptions.

We serve the continental United States from Kansas City. Alaska and Hawaii moves are assessed case by case because they involve water or cross-border legs.

No. Our headquarters is in North Kansas City, Missouri; location pages describe the areas we serve and the lanes we run.

It depends on distance; a solo truck covers about 500 miles a day. Each location page shows the distance from our Kansas City base.

Yes — Kansas City is our home market, on both the Missouri and Kansas sides.

Yes, interstate trucking is a core part of our service.

No. Gelle Transport operates within the United States.

Missouri, Kansas, Nebraska, Iowa, Oklahoma, Arkansas and much of Illinois, Colorado and Texas are within about one day’s drive.

Contact dispatch with your location and we will confirm availability.

Apply on our carrier partners page.

Active operating authority, valid insurance and a strong safety record.

Yes, we welcome qualified owner-operators and small fleets.

See business partnerships for referral, logistics and supplier partnerships.

Yes, Gelle Transport is woman-owned and minority-owned.

Yes, request documents on our supplier registration page.

We coordinate vetted partner capacity when our own capacity is not available on a lane.

We check authority, insurance and safety records before working with any carrier.

Running freight more efficiently to reduce fuel use, emissions and waste.

By reducing empty miles, planning fuller loads, limiting idling and offering intermodal options.

Consolidate shipments, allow flexible delivery windows, reduce dock waiting time and consider intermodal.

Yes, using less fuel and fewer trips lowers both cost and emissions.

Rail generally uses much less fuel per ton-mile than trucks.

Yes, we are happy to discuss your requirements.

Idling burns fuel without moving freight; reducing it cuts emissions.

The standard enclosed trailer for US truckload freight, about 53 ft long, 8 ft 6 in wide and roughly 9 ft high inside.

Freight that is loaded from the side or top, such as steel, lumber, machinery and building materials.

A step deck has a lower rear deck, allowing taller freight to stay within legal height.

A trailer with a very low deck for tall, heavy equipment such as excavators and dozers.

A trailer with extra axles that spread heavy loads to meet axle-weight limits.

A wheeled frame used to carry intermodal or ocean containers on the road.

A flatbed with a sliding tarp system that protects freight while allowing side loading.

Tarping can be arranged for flatbed freight that needs weather protection; request it when booking.

The refrigeration unit mounted on the front of a reefer trailer that controls temperature.

Interior height is usually around 9 ft; check your freight height when booking.

Yes, if the pallets are stable and the receiver accepts them; tell us when booking.

Tell us the product, dimensions and weight and we will recommend the right trailer.

Manufacturing, construction, retail, agriculture, automotive, industrial equipment, food and beverage, energy and wholesale distribution.

Yes, with inbound supplier runs, outbound truckloads and expedited recovery.

Yes, including lumber, steel, pipe and precast, plus construction equipment.

Yes, we schedule and keep DC appointments and follow routing guides.

Yes, tractors, combines and implements, with permits where required.

Yes, including just-in-time and expedited parts deliveries.

Yes, shelf-stable food in dry vans and perishables in reefers.

Yes, including pipe, valves, solar equipment and heavy components.

Yes, with consolidated truckloads and multi-stop deliveries.

Yes, we plan peak-season capacity in advance.

Yes, we follow appointment and routing-guide requirements.

Tell us about your freight and we will assess the right service.

Gelle Transport has been moving freight since 2014.

Gelle Transport is a woman-owned and minority-owned company.

310 Armour Rd Suite 209, North Kansas City, MO 64116.

We welcome applications from qualified CDL-A drivers — see careers.

We welcome applications from dispatchers and logistics professionals.

Call +1 (816) 482-2607, email info@gelletransport.com or use WhatsApp.

Ask us for current certification details for your supplier requirements.

Yes, we appreciate feedback — contact us and we will share where to leave a review.