Marketing Built for Trucking
Websites and demand generation for truckload carriers running dry van, reefer and flatbed — built to clear broker vetting, publish real lane and equipment capacity, and seat drivers through Tenstreet instead of a PDF.
Free proposal · No contracts over 30 days · Reply within one business day
Trucking Companies
Typical client results
Performance trend
CompoundingThe problems that keep coming up
Four things we hear on almost every first call in this sector. If two or more sound familiar, the fix is usually structural rather than a bigger budget.
Every new broker relationship opens the same way — a setup request through RMIS, MyCarrierPackets or Highway wanting your W-9, a signed authority letter, a certificate of insurance naming them as certificate holder, and a notice of assignment from your factor. That paperwork usually lives in one person's email drafts. When it takes two days to return, the load went to a carrier who answered in ten minutes.
Vetting now starts with identity, not equipment. Risk teams check whether the domain is older than a month, whether the email sits on that domain or on a free one, and whether the phone matches what FMCSA has on file. A carrier with no website, or a site registered last Tuesday, gets declined as a possible double-broker before the trailer count is ever read.
A logistics manager wants trailer counts, lanes, cargo limits and a safety record. A driver wants cents per mile, home time, average length of haul and whether the freight is no-touch. Most carrier sites pick one of them by accident — usually recruiting, because seats hurt more — and the shipper leaves without ever learning what equipment you run.
A compliant application asks for three years of employment history with dates and working phone numbers, plus consent for the MVR, the PSP report and a Clearinghouse query. That is twenty minutes of typing, attempted on a phone in a truck stop lot with the engine running. Abandonment at that step wastes more money than any advertising sitting above it.
SAFER shows your authority, insurance on file and crash history to anyone. CSA percentiles in Unsafe Driving and Hours-of-Service Compliance sit next to it, and a conditional rating pulls you out of routing guides and off several broker approved lists outright. Shippers read all of it before a first call, and nothing written by a marketer changes what it says.
Load boards clear trucks reliably and price them at the day's market. Contract freight pays differently and is awarded in bid season against a routing guide, months before the lane runs. Nobody sources that by searching trucking company — they search for reefer capacity out of a named city, and most carrier sites have no page that answers.
How We Fix It for Trucking
Four moves, in this order. The sequence matters more than any individual tactic.
Two Front Doors as Standard
We have never built a carrier site that serves only shippers or only drivers, because no carrier only needs one. Separate paths, separate numbers, separate follow-up, one domain earning the authority for both.
We Build for the Vetting Screen
Domain registered in your company name, email on that domain, phone matching the FMCSA record, authority details on the page. It costs nothing extra and it is the difference between a setup approval and a silent decline.
You Own Every Account
Domain, hosting, ad accounts, recruiting numbers and applicant records are in your company's name from day one. That matters more here than in most sectors, because domain age and ownership are part of how brokers judge you.
We Measure Seats and Lanes
Clicks tell you nothing about a truck. We report cost per seated driver and cost per qualified shipper enquiry by equipment type, so recruiting spend and sales spend are never averaged into one flattering number.
Published Pricing, 30-Day Terms
Our starting price is published, terms are thirty days and there is no long lock-in. A carrier whose margin moves with the spot market should not be tied into a flat commitment through a soft quarter.
Services That Work for Trucking
The channel mix we usually recommend in this vertical.
Everything a trucking business needs, under one team
Website solutions
- A carrier profile block with MC and DOT numbers, authority date, SCAC, auto liability and cargo limits and safety rating — the exact fields a broker setup screen asks for
- Equipment pages by trailer type: dry van counts, reefer temperature range and wash-out policy, flatbed securement, step deck and RGN permit capability
- Lane pages for the corridors you genuinely run, with transit times, equipment and the backhaul you want
- A split from the first click — shippers to capacity and quoting, drivers to pay and application — instead of one menu serving neither well
- A driver pay page stating cents per mile or percentage, home time, average length of haul, no-touch or drop and hook, when benefits start and the pet and rider policy
- One-tap application that opens your Tenstreet or DriverReach form on a phone, rather than a PDF that needs a printer
Lead generation
- Shipper enquiry forms capturing lane, weekly volume, equipment, commodity, appointment requirements and payment terms rather than a name and a message box
- Bid season outreach timed to routing guide awards and mini-bids instead of a monthly campaign calendar
- Driver campaigns run where drivers already are — Indeed, CDLLife, Facebook groups and searches for a specific pay package
- Separate tracking numbers for the sales line and the recruiting line, because blending them hides which half is producing
- Search campaigns built on equipment and lane phrasing, since a shipper types reefer carrier long before they type your company name
- Owner-operator and lease-purchase enquiries handled apart from company driver applications, because the screening is not the same
Marketing
- Lane and equipment SEO aimed at how freight is actually sourced — city pair, trailer type, commodity — not at your company name
- Content answering the charges that get argued over on the phone: detention, TONU, layover, lumper fees and fuel surcharge
- Generative engine optimisation, because a shipper asking an assistant for reefer capacity out of El Paso gets three carrier names and no link
- Driver-side content written honestly about pay, freight and home time, since anyone recruited on a promise you cannot keep leaves inside a month
- Retargeting split by audience — an abandoned application and an abandoned capacity enquiry need completely different follow-up
- Spend shaped to the freight year: produce season, peak, the Q1 lull and the week of International Roadcheck
Social media
- Short vertical video shot in the yard — the trucks you actually run, the shop, the terminal, drivers speaking for themselves rather than a scripted recruiter
- Facebook driver groups and CDLLife audiences, where the recruiting conversation happens well before any application does
- Indeed and Glassdoor reviews managed deliberately, because a driver reads them between seeing your ad and ringing your recruiter
- LinkedIn kept for the shipper side, where transportation buyers, logistics managers and 3PL sourcing teams are the only audience that matters
CRM & GoHighLevel
- GoHighLevel pipelines split four ways: shipper prospect, broker setup, company driver applicant and owner-operator
- Instant SMS to every driver applicant, because the first recruiter to reply usually gets the interview
- Shipper and broker records holding lanes, agreed rates, days to pay and who actually signs the rate confirmation
- Applicant stages tracked through the DQ file — MVR, PSP, Clearinghouse query, road test, orientation date
- Missed-call text-back on the recruiting line, which rings hardest at hours nobody is sitting at a desk
Automation
- The carrier packet sent automatically — W-9, authority letter, certificate of insurance and notice of assignment — the moment a broker requests setup
- Applicant routing by CDL class, endorsements, months of verifiable experience and home domicile before a recruiter sees anything
- Abandonment follow-up that resumes an application where the driver stopped rather than making him start again
- Orientation reminders by text at booking, the week before and the night before, which is where most no-shows are lost
- Renewal reminders for the certificate of insurance, UCR, IFTA, form 2290 and the biennial MCS-150 update
- Capacity enquiry follow-up that survives a bid cycle measured in months and stops the moment a human replies
Features this sector actually needs
Carrier Packet on One Link
W-9, authority letter, certificate of insurance, notice of assignment and references on a single page a broker's onboarding team can pull without emailing anyone. Setup finishes while the load is still available.
Built to Clear the Vetting Screen
Domain, email and phone matched to your FMCSA record, MC and DOT numbers visible on every page, and a real physical address. Highway and Carrier Assure look for precisely this, and a mismatch reads as identity theft.
Equipment Pages With Real Specs
Reefer pages carrying temperature range, continuous versus cycle-sentry and wash-out policy. Flatbed pages carrying tarps, coil racks, chains and permit capability. Shippers filter on equipment before they ever filter on rate.
Lane Pages a Shipper Can Search
El Paso to Phoenix, Laredo to Atlanta, the corridors that run every week — each with transit time, equipment and the backhaul you want. Nationwide coverage has never matched a search anybody types.
One-Tap Driver Application
The apply button opens your Tenstreet or DriverReach form on a phone, pre-filled wherever it can be, so a driver in a truck stop lot finishes in one sitting instead of promising to do it at home.
Pay Published Honestly
Cents per mile or percentage, home time, average length of haul, touch or no-touch, benefit start date, pet and rider policy. Drivers screen on those first, and a page that omits them is read as a page hiding something.
Two Front Doors, Two Phone Numbers
Shipper and driver traffic separated from the first click, each with its own number, forms and follow-up, so a recruiter never fields a capacity call and the reporting shows which side is actually working.
Cross-Border and Drayage Detail
Bonded status, C-TPAT certification, customs broker relationships, transload capability and honest bridge crossing times on their own page — the questions a maquiladora shipper asks in the first two minutes.
The systems this sector already runs on. We wire the site into them rather than asking you to change how the business works.
- McLeod LoadMaster
- Trimble TMS
- Rose Rocket
- DAT One
- Truckstop.com
- Tenstreet
- DriverReach
- Motive
- Highway
- Descartes MacroPoint
Services for Trucking Companies — Starting From $200
Starting prices are based on basic project requirements. Final pricing depends on scope, features, integrations, number of pages, functionality and specific business requirements.
Any question in your mind?
The questions we get asked most, answered without the sales gloss. If yours is not here, ask us directly — you will get a straight answer either way.
Still have questions?
Book 30 minutes with a strategist. No deck, no pitch — just answers about your situation.
Book a callLooking for pricing, contract terms or timelines?
Read all FAQsLet us look at your trucking marketing
Send us your site and current channels. You will get a written read on what is working, what is leaking, and what we would prioritise first — before any proposal.
- Free 15-minute review of your current setup
- Honest answer on whether we are the right fit
- No obligation and no follow-up sequence
Other industries
Grow your Trucking business
Websites and demand generation for truckload carriers running dry van, reefer and flatbed — built to clear broker vetting, publish real lane and equipment capacity, and seat drivers through Tenstreet instead of a PDF.