Refrigerated, dry van and power-only truckload across the lower 48, with direct communication from pickup through proof of delivery.
Every shipment starts with the same essentials: the right equipment, an honest plan and a clear line of communication. We focus on the freight we are equipped to handle well.
53-foot temperature-controlled truckload for produce, food and other freight that needs disciplined cold-chain handling.
Enclosed 53-foot truckload for palletized and general freight that needs protection from weather and the road.
Tractor and driver for your trailers: preloaded drops, overflow at peak and trailer repositioning.
E D Express has been on the road since 2010. Over the years, its founder’s hands-on experience has included car-carrier, flatbed and step-deck work. That background shaped a practical understanding of securement, timing, equipment and the responsibility behind every load.
Today, E D Express is an Ohio-based carrier running coast to coast with refrigerated, dry van and power-only freight. The owner is still hands-on in the business: involved in dispatch, in the details of each load and in the calls that matter. Every load carries the name on the door.
That background brings more than miles. It brings the judgment to ask the right questions before pickup, speak up when conditions change and follow a shipment through delivery without passing the customer through layers of departments.
A simple operating rhythm gives shippers and brokers the information they need without unnecessary handoffs.
Send origin, destination, dates, commodity and equipment needs.
Capacity, timing and shipment details are reviewed before we commit.
Updates follow the load from pickup through transit.
Delivery is confirmed and proof of delivery follows the move.
Based in Maineville, Ohio and running all lower 48 states. Long east–west lanes are familiar ground, with route decisions made load by load.
Lower-48 coverage for qualified freight, with particular familiarity across long-haul east–west corridors.
Tell us where it picks up, where it delivers and what the freight requires. We will review the fit and respond directly.
Send the lane details
A good working relationship starts with a direct conversation. Whether you want a company driving job or want to lease on as an owner-operator, send a short introduction and we will talk through current opportunities, expectations and fit.
Tell us about your CDL experience, equipment background, home base and the kind of work you want.
Introduce your operation, tractor and experience so we can talk about whether leasing on is a good match.
Share the basic shipment details and we will get back to you directly. Prefer the phone? Give us a call.
New FMCSA and DOT rules, ELD updates and practical guides for shippers, brokers and drivers. Short, straight and updated weekly.
FMCSA pulled five ELDs off its registered list in August. Since October 6, 2026, a truck still running one counts as having no ELD at all. Here is the list and what to do.
The proposal is open for comments until October 9. What it means for drivers and the carriers who hire them.
FMCSA’s new registration system is live. Three things every carrier should check in it.
The March 2026 rule changed who can hold a non-domiciled CDL. A quick driver-file check for small fleets.
Set point, mode, pulp temps and appointment windows belong in the first conversation, not after dispatch.
You have the trailers. You need a truck and a driver. Here is when that setup saves money, and what to have ready.
Most detention starts with an appointment nobody could actually make. A few habits fix most of it.
Identity theft and double brokering are real. Five checks take ten minutes and protect the load.
I-80 and I-70 close for wind and snow every season. Here is how we plan around it and keep you posted.
Pay, chargebacks, escrow and insurance should all be in writing before your truck carries anyone’s name.
Posted October 6, 2026
On August 6, 2026, FMCSA removed five electronic logging devices from its list of registered ELDs because they did not meet the federal technical standard. Carriers using them got 60 days to switch. That window closed on October 6, 2026.
The five devices removed:
What happens now. After the deadline, a truck still running one of these is treated as operating without an ELD. At a roadside inspection that can mean an hours-of-service violation and the driver placed out of service.
What to do if one of these is in your truck:
Why this keeps happening. FMCSA has removed devices from the list several times over the past year. Before you sign with any ELD provider, look the device up on the registered list, and check it again every few months.
For brokers and shippers: it is fair to ask a carrier which ELD they run. None of our trucks use any of the five revoked devices.
Plain-English summary for general information, not legal advice. Check the source before acting.
Posted October 6, 2026
Federal rules have long required CMV drivers to read and speak English well enough to talk with the public, understand road signs, answer an officer’s questions and fill out reports (49 CFR 391.11(b)(2)). What changed in 2025 is enforcement: roadside inspectors started placing drivers who fail that standard out of service again.
The new proposal. On August 10, 2026, FMCSA published a proposed rule (docket FMCSA-2026-0826) to write that out-of-service consequence directly into federal regulations, instead of relying on the inspection criteria set by the Commercial Vehicle Safety Alliance. Comments are open until October 9, 2026.
What it means in practice:
For small carriers: make English part of your driver interview and road test, and note it in the driver qualification file.
Want to comment? Search the docket number FMCSA-2026-0826 on Regulations.gov before October 9.
Plain-English summary for general information, not legal advice. Check the source before acting.
Posted October 6, 2026
Motus is FMCSA’s new registration system for carriers, brokers and freight forwarders. The old FMCSA Portal shut down for registration on May 14, 2026, and updates now go through Motus.
Is the MC number going away? Not yet. FMCSA kept MC, FF and MX docket numbers at launch. Dropping them in favor of the USDOT number alone is still being considered for a future rulemaking, so keep using both on your paperwork and your trucks.
Three things to check in Motus:
Why it matters to brokers: Motus adds identity verification at registration, which is meant to cut down on fake and stolen carrier identities. Clean, current records make onboarding faster for everyone.
Plain-English summary for general information, not legal advice. Check the source before acting.
Posted October 6, 2026
A non-domiciled CDL is one a state issues to a driver who is not domiciled in that state or in the U.S. FMCSA’s rule on these licenses took effect March 16, 2026.
What the rule does:
What a small carrier should do:
Congress has also seen a bill, Dalilah’s Law, that would put similar limits and English requirements into federal law. Check its current status before relying on it.
Plain-English summary for general information, not legal advice. Check the source before acting.
Most reefer problems start before the truck shows up. When the details are missing from the tender, the driver finds out at the dock, and that is the most expensive place to find anything out. A clean tender includes:
On our side, the trailer is pre-cooled to your set point before loading, pulp temps are checked at pickup, and anything out of range is noted on the paperwork before the doors close. Most modern reefer units also keep a temperature log that can be pulled if a receiver ever questions the load.
Have a reefer lane? Send us the details.
Power only means you supply the trailer and we supply the tractor and a qualified driver. It works best when:
What to have ready: the trailer number and its exact location, a trailer interchange agreement if your company uses one, registration in the trailer, and the seal and paperwork process for preloaded trailers.
Before every hook, our driver does a pre-trip on your trailer: lights, tires, brakes, doors and registration. If something is not road-ready, you hear about it before the trailer leaves the yard, not from an inspector down the road.
Detention is the charge for keeping a truck waiting past the free time agreed in the rate confirmation, commonly two hours at each stop. Nobody likes paying it, and no driver wants to earn it, because a truck sitting at a dock is a truck that is not moving. Most of it can be avoided.
On our side, we send ETAs before every stop, call ahead if we are running behind, and make sure in and out times are recorded on the paperwork. Clear times protect you as much as they protect us.
Freight fraud has grown fast: stolen carrier identities, fake dispatchers and double brokering. A few checks before you tender protect the load and the relationship.
Verify us anytime: USDOT 2038847, MC 715370. Open our FMCSA SAFER record.
Coast-to-coast freight means crossing the Rockies and the Sierra, and winter decides the schedule there. I-80 across southern Wyoming closes regularly for high winds and blowing snow, often for light and high-profile vehicles first. Colorado requires commercial trucks on the I-70 mountain corridor to carry chains from September through May, and California puts chain controls on I-80 over Donner Pass during storms.
How we plan for it:
Safe freight that arrives a day late is a better outcome than a truck on its side. Our customers know which call they will get from us.
Leasing on is a business deal, and federal leasing rules (49 CFR Part 376) require it to be written down. Before you sign with any carrier, ours included, get clear answers to these:
We would rather answer these up front than surprise anyone later. Start the interest form and we will talk it through.