Gilco Transport Services

Gilco Transport Services Gilco Transportation Services isn’t just a trucking school—it’s your path to becoming a skilled, confident driver.

We prepare you to pass your CDL test and thrive as an owner-operator, giving you the skills to master the roads of Hampton Roads and beyond. Gilco Transport Services provides federally mandated, entry level driver training for new Class A CDL drivers. Seeking men and women interested in starting their commercial driving career with a leg up. Their goal is to prepare commercial drivers to eventuall

y become owner operators. They want to break the mold by training new commercial drivers. The students that come through this school not only learn the minimum federally mandated training, but they also learn the skills to individually maintain their tractor, the finances associated with being an owner operator, and other essential aspects of becoming a quality commercial driver. Students will also be given other unique learning opportunities, such as driving in other regions, outside of their locality, including up and down mountains. Each driver will also get the opportunity to take the truck on the road and get real time experience putting 150-200 miles in one day, so they can truly understand what it’s like to drive a tractor trailer.

Drivers with a HAZMAT endorsement often make more money. Why? Because HAZMAT freight usually carries an added accessoria...
03/16/2026

Drivers with a HAZMAT endorsement often make more money. Why? Because HAZMAT freight usually carries an added accessorial charge, and that added value makes its way to the driver. In many cases, HAZMAT-endorsed drivers can earn an extra $250 to $500 more per week.

At Gilco Transport Services, we make it easy to get certified. Our FMCSA-approved Hazardous Materials course is fully online, easy to use, and built for working drivers who need flexibility.

Only $150.

If you want to increase your earning potential, make yourself more valuable, and qualify for higher-paying freight, now is the time to get your HAZMAT endorsement.

Start here: https://lnkd.in/eiPncenf

This week is all about air leveling valves!Air leveling valves may be small, but they play a big role in how a semi-truc...
03/16/2026

This week is all about air leveling valves!

Air leveling valves may be small, but they play a big role in how a semi-truck rides and performs.

These valves help control the amount of air going into and out of the suspension airbags so the truck maintains proper ride height. That matters for more than comfort. Correct ride height helps keep the frame level, protects suspension components, improves handling, and helps give the driver and cargo the smoothest ride possible.

When a leveling valve starts to fail, problems can show up fast. If it allows too much air into the bags, they can over-inflate and even rupture. If it does not maintain enough air, the frame can ride too low, which can change driveline angles and lead to excessive wear on driveshaft components and other suspension parts.

A good inspection should include checking for:

-damaged, loose, or leaking air lines

-slow response when the suspension height changes

-signs the truck is sitting uneven or too high or low

-worn linkage, bent brackets, or corrosion

-airbags that appear overextended or collapsed

Catching a bad leveling valve early can help prevent bigger repairs, protect your suspension system, and keep your truck riding the way it should.

Small part, big job.

The fifth wheel is the large coupling device mounted to the frame of the tractor. Its job is to connect the truck to the...
03/09/2026

The fifth wheel is the large coupling device mounted to the frame of the tractor. Its job is to connect the truck to the trailer by locking around the trailer’s kingpin and creating the secure pivot point that allows the trailer to turn, back, and move safely with the truck.

The name goes back to early wagon design, where an added pivot point helped connected equipment articulate. That same concept still applies today. In trucking, the fifth wheel is what allows controlled movement between the tractor and trailer while keeping the connection secure.

A modern fifth wheel is made up of several key parts, including the top plate, the throat where the kingpin enters, the locking jaws, the release handle, the mounting brackets, and the slider assembly if equipped.

When you back under a trailer properly, the kingpin enters the throat of the fifth wheel and the locking jaws close tightly around it. That is what secures the trailer to the truck. It is not just resting on the plate, it is mechanically locked in place. That is why visual inspection matters.

A proper inspection should include checking that the plate is greased, looking for cracks, inspecting the jaws for wear or damage, confirming the release handle is fully seated, checking for loose or missing mounting bolts, and inspecting slider pins and rails if the truck is equipped with a sliding fifth wheel. A tug test helps, but it should always be backed up by a visual check that the jaws are fully wrapped around the kingpin.

Grease is a major part of fifth wheel maintenance. There is a large amount of surface area between the trailer apron plate and the top plate of the fifth wheel. Every turn, bump, and backing movement creates friction between those two surfaces. Proper grease reduces that friction, helps the trailer articulate smoothly, reduces wear on both the fifth wheel and trailer plate, and helps extend the life of the entire coupling system.

A dry fifth wheel is not saving money, it is just creating wear and delaying the repair bill.

This week is all about preventative maintenance!A typical PM takes approx. 11 gallons of oil, a full tube of grease and ...
03/01/2026

This week is all about preventative maintenance!

A typical PM takes approx. 11 gallons of oil, a full tube of grease and a lot of filters!

Engine oil filter.
Fuel filter.
Fuel water separator.
Crankcase ventilation filter.
Coolant filter.
Air filter.
Cabin air filter.

All that need to be changed periodically!

A typical preventive maintenance interval might say every 20,000 miles.

But here’s what the book does not show you.

Over time, sediment and contaminants build up in oil. Those particles circulate through seals, O rings, and internal components like microscopic sandpaper. That slow wear shortens the life of your engine. I always recommend changing oil and doing a full every 10,000 miles

The average PM looks something like this:

Oil, about $160
Filters, about $200
Labor, about $300
Total, around $660 if a shop handles it.

Or…

For roughly half the cost of one shop labor cost, you can buy:

-15 gallon used oil container
-Filter wrench
-Grease gun
-Ratchet and wrench set
-Screwdriver set
-Hammer

Once you own the tools (which should be on every truck at all times) every PM after that saves you money.

Let’s assume:

5 PM services per year / Shop cost: $660 each / Annual shop total: $3,300
5 year total: $16,500
Now assume DIY after buying tools:
Initial tool investment: $500 to $700 / Parts per PM: about $360
Annual parts total: $1,800 / 5 year parts total: $9,000
Estimated 5 year savings:
Approximately $7,000 to $8,000
That is real money!!

More importantly, doing it yourself forces you to inspect the entire truck. You see leaks early. You notice worn hoses or belts. You notice brakes out of adjustment. You catch loose or broken hardware before it becomes a breakdown.

Owning and operating trucks is a full time job!!

If you neglect them, small problems turn into major repairs. And major repairs destroy profit.

At Gilco Transport Services, we teach future drivers that maintenance is not optional. It is the difference between surviving and thriving in this industry.

Professional drivers do not just drive. They understand the machine.

That small ring of oil around your hub might not look like much. But it could be the first warning sign before a wheel e...
02/23/2026

That small ring of oil around your hub might not look like much. But it could be the first warning sign before a wheel end failure.

-What a Wheel Seal Actually Does-

A wheel seal keeps lubricant inside the hub and contaminants out.
Inside that hub are your wheel bearings. Those bearings carry tens of thousands of pounds while spinning at highway speed.
They survive because they are properly lubricated.
Lose that lubrication, and you lose protection.

-How to Spot a Failing Wheel Seal

During your pre-trip, look for:
-Oil streaking on the inside of the rim
-Wetness around the hub cap
-Grease or oil on *inside* the tire sidewall
-Spatters of oil on the frame or cab flung off from the rotating tire.
-Burnt oil smell after stopping
-Excessive heat at the hub
A wheel seal is on the inside of the rim and tire. The outside might seem fine but if it looks or feels wet, Investigate it!

-What Happens When You Ignore It

When a hub runs dry:
-Bearings overheat
-Metal begins to pit and score
-Friction increases
-The hub can seize or the wheel can separate
At highway speed, a failed wheel end is not just downtime. It can cause fires, road debris, and serious accidents.
This is not a minor maintenance issue. It is a safety issue!!

-The Bigger Lesson

-Wheel seals fail slowly before they fail catastrophically.
-Most major breakdowns give you warning signs first.
-Professional drivers and disciplined fleets catch the problem early.
Maintenance is not about reacting.

It is about recognizing the small signs before they become big consequences.

Maintenance Monday: Tires!!Big truck tires run around 100 PSI.That’s enough stored pressure to launch a bowling ball hig...
02/16/2026

Maintenance Monday: Tires!!

Big truck tires run around 100 PSI.
That’s enough stored pressure to launch a bowling ball high into the air if it is released all at once!!
It is not just “air”, it’s stored energy.

That is why commercial truck tires are inflated inside a steel safety cage. Not for convenience. For protection!!

If a tire fails during inflation, that sudden release of pressure can destroy equipment, seriously injure a technician, and in the worst cases, take a life.
Now imagine that same tire rolling down the highway at 65 mph under 80,000 pounds.

We run higher tire pressure for a reason. Heavy loads demand higher PSI to carry the weight, control sidewall flex, and manage heat at speed.
But higher pressure means higher risk if neglected.
When a tire is even 10 to 15 PSI low:

• Sidewalls flex excessively
• Heat builds rapidly
• Internal belts weaken
• Failure becomes more likely
Most blowouts are not random.
They are the result of ignored maintenance.

Professionals know the difference:

• Check pressure cold
• Inspect tread and sidewalls every pre-trip
• Monitor during temperature swings
• Never trust “it looks fine”

A commercial tire is controlled energy.
Maintain it, and it safely carries what our communities need every day.
Ignore it, and it becomes a liability.

hashtag !

Rollover Reality Check!! Did You Know... Speed, Curve Misjudgment, and Cargo Shifts are the Three leading causes of Roll...
02/10/2026

Rollover Reality Check!!

Did You Know... Speed, Curve Misjudgment, and Cargo Shifts are the Three leading causes of Rollover Crashes!

A rollover rarely starts with a “big moment.” Most of the time, it starts with something small, a curve taken a little too hot, a quick lane correction, a tight turn into a yard, a gust of wind, or a load that is not sitting the way you think it is.

Big trucks already live on the wrong side of physics. High center of gravity, extreme weights, and momentum do not forgive mistakes.

Now put weight into perspective. The federal gross weight limit for a typical 5-axle tractor-trailer on the Interstate system is 80,000 lbs without special permits. That's the same weight as a moderate single family home!!!

And then physics shows up. Newton’s law of inertia says an object in motion wants to keep moving in a straight line unless acted on by an outside force.

So when a truck turns, that load wants to keep going straight. If speed is too high or steering is too abrupt, the forces stack up fast.

If the cargo shifts to one side at the wrong moment, it is like someone shoved the truck sideways while it is already leaning. That is how close calls become rollovers.

This is especially concerning with intermodal containers. Many are loaded and sealed long before the driver ever sees them. The seal protects cargo from theft, but it also means you might not know if the load is balanced inside.

Common-sense rules that prevent rollovers:

Slow down before the curve, not in it. Speed is the multiplier.

Smooth hands, smooth feet. Avoid sudden steering, overcorrection, or hard braking in a turn.

Respect top-heavy freight. If you know it is high center-of-gravity, treat every ramp and turn like it is slick. !!The re**er carriers know this very well!!

Securement matters. Cargo securement rules exist because shifting cargo causes crashes.

Intermodal basics: double-check twist locks, chassis condition, tires, and ride height before you roll.

Leave yourself an out. Space buys time, time buys options.

This is a big piece of why we push proper driver training at Gilco Transport Services and Gilco Properties Incorporated. We are not just teaching people to pass a test. We are teaching them to understand what the truck is doing, what the load is doing, and how to stay ahead of physics before physics makes the decision for you!!

If you are a driver, what is your personal rule for ramps and tight turns?



Want to learn more? Check us out at www.gilcotransportservices.com or give us a call @ 757-650-5730

Maintenance Monday: Air Leaks and Why Air Runs EverythingOn a tractor-trailer, air is not just “for brakes.” It powers a...
02/09/2026

Maintenance Monday: Air Leaks and Why Air Runs Everything

On a tractor-trailer, air is not just “for brakes.” It powers and supports a long list of critical systems, including your service brakes, spring brakes, air ride suspension (truck and trailer), cab suspension, air ride seat, and air horn. When the air system is not healthy, safety goes down and maintenance costs go up.

Quick breakdown of how the air system works:

Air compressor (engine-driven) builds compressed air.
Air is routed through an air dryer to remove moisture and contaminants, because moisture can cause corrosion, blockages, and freezing in cold weather.
Air flows into the supply reservoir (wet tank) and then into the system’s service reservoirs, typically regulated by the governor in a normal operating range around 100 to 120 psi, with compressor cut-out commonly in the 110 to 130 psi range.
From there, pressurized air is distributed through lines and valves to every corner of the truck, ready to work the moment you touch the brake pedal or a control switch.

Why leaks are a big deal:
Braking: Low air pressure reduces braking performance. If you lose enough air, spring brakes apply and you are not going anywhere until air pressure is restored.
Suspension and driveline strain: If suspension airbags are not properly inflated, it can create aggressive driveline angles and put heavy strain on U-joints, carrier bearings, shocks, and other components. That can turn into a breakdown fast.
Controls and shifting: Many trucks use air-actuated devices throughout the chassis and driveline, and air issues can show up as “weird” behavior that looks electrical or mechanical at first.

Did you know:

Some trucks use air solenoid valve packs to control multiple air-operated functions. One example, a Volvo Trucks service bulletin describes up to two solenoid packs, and each pack can hold up to five solenoids, depending on how many air-operated devices are on the truck.

Bottom line, modern trucks can have a lot of air circuits, and one small leak can affect the whole system.

Simple leak checks that save headaches

Listen for hissing at glad hands, fittings, air tanks, and valves after shutdown
Watch for unusual air pressure drop while parked
If in doubt, use soapy water on fittings to spot bubbles
Confirm your air system is building and governing correctly, many maintenance checks reference cut-out around 120 to 135 psi depending on spec.

If you hear it, fix it early. Air leaks are one of the cheapest problems to catch, and one of the most expensive to ignore.

Interested in learning more check us out www.gilcotransportservices.com or call 757-650-5730

Gilco Properties Inc.

Welcome to Gilco Transport Services Maintenance Monday. Every Monday, we break down one maintenance topic that keeps you...
02/02/2026

Welcome to Gilco Transport Services Maintenance Monday.

Every Monday, we break down one maintenance topic that keeps your commercial motor vehicle safer, smoother, and cheaper to operate.

This week is all about grease, and why staying on top of lubrication is one of the smartest things you can do for your truck.

Why grease is a big deal:
Most wear parts do not fail because they were “bad parts,” they fail because they ran dry, got contaminated, or got ignored. Grease is the barrier that prevents metal-on-metal contact, pushes out moisture, and protects your investment.

How many grease points does a CMV have?
It is more than most people realize. Depending on your setup, a typical tractor can have dozens of grease points, commonly 25 to 50+ when you count steering and suspension components, driveline points, slack adjusters (if equipped), fifth wheel, and other chassis fittings. Add a trailer, and the number climbs even more.

The simplest money saver:
A small investment in a $200 automatic grease gun changes the whole game. It gets the job done in about half the time, it is cleaner, and it makes it much easier to stick to a consistent schedule instead of “whenever I get around to it.”

Do it yourself and keep the money:
Greasing your truck yourself can save you $100 or more every time you grease. Over a year, that adds up fast, especially if you are running hard and greasing regularly.

How often should you grease?
A solid rule is: follow your OEM maintenance schedule first, then adjust for how you actually work.

In general:

High-use, regional, and port work, stop-and-go, tight turns, rough yards: grease weekly or about every 5,000 miles

Typical highway operation: grease about every 10,000 to 15,000 miles or every month, depending on duty cycle

After heavy rain, wash downs, or water exposure: consider greasing key points sooner

The key is consistency. Grease points do not get easier to replace when they get neglected.

Bottom line:
A few minutes, a little grease, and a basic tool investment can save you thousands by extending the life of your steer components, suspension parts, driveline components, and other wear items. Cheap maintenance beats expensive repairs every time.

Next Monday, we will hit another maintenance topic that keeps you rolling.

www.GilcoTransportServices.com

This week, we had the opportunity to be in Richmond alongside industry partners in the Virginia Maritime Association hav...
01/30/2026

This week, we had the opportunity to be in Richmond alongside industry partners in the Virginia Maritime Association having the kinds of conversations that shape whether Virginia’s workforce is built to lead, or forced to play catch-up.

When people talk about “workforce development,” it can sound abstract. For us at Gilco Transport Services, it’s not. It’s the difference between a driver who’s truly career-ready on day one, and a driver who’s been rushed through a checklist without the reps, the coaching, or the real-world understanding of what this job demands.

We brought our message with a clear focus: training, readiness, and opportunity. And we were encouraged by the response, legislators we met with showed overwhelming approval and real support for what we’re building.

A big part of that message is the work we’ve been pushing locally with Virginia Beach City Public Schools (VBCPS). We’re not just talking about workforce pipelines, we’re helping build them. We’re working to introduce students to the full “ship to shelf” journey and the real careers behind it, including the skilled, safety-critical roles that keep freight moving. The feedback has been loud and clear: people want programs that connect education to real jobs, and they want them to be high-quality.

Here’s what we kept coming back to in Richmond:

Work-ready sites matter. If we want more Virginians stepping into careers, we need training environments that reflect the real world, safe yards, proper equipment, and partnerships that give students true experience, not shortcuts.

Infrastructure is workforce development. Roads, ports, staging areas, and access points are not just “transportation issues.” They’re training issues. Congestion and bottlenecks don’t only waste time, they create stress, erode safety habits, and make it harder for new drivers to build confidence and consistency.

Smart policy should make it easier to build careers here. Virginia should be the place companies want to invest, expand, and hire. When policies add friction without improving outcomes, it slows job creation and limits opportunity for the people we’re trying to bring into the industry.

Our lane is clear: raise the standard. Train drivers with intention. Build professionalism, safety, and pride in the craft. Create a pipeline that delivers talent the supply chain can count on.

This is not a partisan issue. It’s a Virginia issue. Strong workforce pathways, strong infrastructure, and smart regulation help everyone, students, employers, families, and the communities that rely on freight moving safely and on time.

We’re going to keep showing up, keep speaking up, and keep doing the work, in the classroom and beyond it.

12/03/2025

Nearly 44% of the 16,000 truck driving schools in the U.S. may be forced to close if they lose their students after a review by the federal Transportation Department found they may not be complying with government requirements.

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2413 Wesley Street Suite B
Portsmouth, VA
23707

Opening Hours

Monday 6am - 9pm
Tuesday 6am - 9pm
Wednesday 6am - 9pm
Thursday 6am - 9pm
Friday 6am - 9pm
Saturday 6am - 9pm
Sunday 6am - 9pm

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