The well sets the clock and nothing on the truck changes that. We coordinate casing and tubing, line pipe, frac sand and proppant, stimulation chemistry, wellheads and drilling consumables onto flatbeds, step decks and bulk trailers, delivered to a set of coordinates at the end of a lease road on the hour the supervisor needs them. South Texas is home ground, and the Eagle Ford sits on the same map.
In short
It is scheduled by consumption, not by a receiving door. A rig running casing and a frac crew pumping a stage both draw material at a rate, and that rate is faster than one truck can deliver, so the loads have to arrive in a chain rather than on a date. The destination has no dock and usually no street address: a lease name, a pad and a set of coordinates at the end of a caliche road, with a gate guard, a safety orientation and a supervisor who needs an arrival hour. The cargo is unforgiving in its own specific ways. Pipe carries value in the threads on both ends, proppant is worthless damp or in the wrong mesh, and a good share of what a location consumes is placarded. Getting the freight there is the ordinary part.
The cargo
What decides the load
The gist of each one here. The shipping guide has every one in full.
Most freight is scheduled around a receiving door with posted hours. An oilfield material delivery is scheduled around an operation that is already burning money.
Read it in full in the guideThe destination has a lease name, a pad name and a set of coordinates, and the last few miles are a lease road, not a public highway.
Read it in full in the guideOCTG arrives as bundles of joints, casing in Range 3 running into the mid 40 feet, tubing in Range 2 near 31 feet, every joint carrying a machined connection at each end under a protector.
Read it in full in the guideProppant is graded by mesh and the stage design is written around it. 100 mesh, 40/70 and 30/50 are not interchangeable, and the wrong cut delivered into the right silo does not announce itself until it is being pumped.
Read it in full in the guideThis page covers what the well consumes: pipe, sand, chemistry, components and consumables.
Read it in full in the guideDobie coordinates transportation: a vetted carrier network managed by dedicated logistics specialists.
Read it in full in the guide
The numbers
Who this is for
The process
Well or pad name with coordinates, the pump schedule or drilling program the delivery hangs on, joint count and tally on pipe, mesh and tonnage on proppant, Section 14 on anything regulated, and the location's own rules: gate hours, PPE, orientation and who signs at the gate.
Load count and sequence set against the consumption rate, a staging point picked close enough to release on short notice, deck and permits chosen from the real dimensions, and the approach surveyed for the trailer all the way down to the turnaround at the pad.
Authority in force, cargo insurance limits that correspond to what is on the deck, hazmat endorsement where the load is placarded, and equipment that corresponds to the assignment: bolsters, stakes, dunnage, clean dry bulk tanks. Loading pattern and securement agreed before the truck goes under the hook.
Status through transit, an arrival hour passed to the supervisor while the driver still has signal, and the tally, scale and delivery tickets returned with the paperwork, so a count or a damaged joint gets settled at the pad while the truck is still sitting there.
Equipment
The equipment and modes this cargo actually uses, one page each.
Yes, that is the normal case on this freight. Send the lease and pad name, the coordinates, the gate contact and the site rules, and the approach gets surveyed for the trailer before dispatch: cattle guards, low water crossings, turning room and the turnaround at the pad. Ground conditions are re checked the morning of the delivery, and because coverage drops across much of the play, the arrival hour is handed to the supervisor at the last point with signal rather than left to a tracking dot.
That is the only way it can be built. A crew draws proppant faster than one truck delivers, so the plan is a sequence and not a delivery date: load count worked back from the stage design and the tonnage per stage, trucks released so the next one is moving before the one on location is empty, and a staging point near the pad so a gap gets covered in hours. Discharge time is in the math too, because a pneumatic trailer blows off on air and holds its spot at the transfer for the better part of an hour.
By building the load against the two ways threads actually get hurt. Protectors on the pin and box of every joint, bundles blocked so nothing can shift or roll, wood dunnage between nested tiers, stakes standing, and ends kept off the tailboard so a set down never lands on a connection. The tally is signed at both ends with joint count and footage, so a short count or a damaged joint is documented at the pad instead of argued about after the string is already in the hole.
Yes. Send Section 14 of the current safety data sheet and the load is built from the class: acid on a spearhead as a Class 8 corrosive, methanol as a Class 3 flammable, a persulfate breaker as a Class 5.1 oxidizer with segregation rules against the flammables riding with it. Classification and the shipper certification stay yours to sign. What is handled here is matching a carrier with the authority, the driver endorsement and the cargo limits for that class, and checking that the shipping paper, the package marks and the placards agree before dispatch. There is an internal team here with hazardous materials experience for exactly this kind of load.
It rides padded. Fusion bonded epoxy is only worth what it cost if it reaches the ditch intact, so coated joints sit on padded bolsters, move on nylon slings, and never take a bare chain across the coating or a steel hook on a bevel. That matters because coating damage is found with a holiday detector at the right of way, and every defect found there is a patch and a delay on a crew that is already lowering in.
Yes, and imported OCTG is one of the places this desk is useful. Drayage off the port, transfer to open deck, and a run to the pipe yard or straight to a staging lot, with heat numbers and mill certificates kept matched to the bundles they came off so the tally still reconciles at the pad. The same applies at a South Texas crossing. Crossings, customs brokers and maneuvering yards are weekly business here, so pipe arriving through the border, or material heading south for operations on the other side, moves through a handoff that is already routine instead of one improvised for your load.
Dobie is based in the Rio Grande Valley and works the South Texas corridor, which is the same map the Eagle Ford sits on, so Laredo, Cotulla, Carrizo Springs and Pleasanton lanes are planned from inside the region they run in. Beyond the corridor, coverage is all 50 states out of a nationwide network of verified carriers, which is what the freight actually needs, because the mill, the sand mine and the chemical plant are rarely in the same basin as the well. Carriers are qualified for the assignment on the day it is assigned, including the lease road approach and the hazard class.
That is normal and the plan expects it. Programs slide when a well reaches section total depth early or late, and pipe that lands on a pad with nowhere to lay it down is as much of a problem as pipe that lands late. Lanes are planned with a staging point, yours, the distributor's or one the assigned carrier can hold at, so a load can be released on hours of notice, and support runs 24/7, so a schedule change at eleven at night reaches a person instead of a voicemail.
Last reviewed: August 2026 · Reviewed by the Dobie Transport logistics team
A logistics specialist reviews your lanes and comes back with pricing and capacity. Support runs 24/7.
Every carrier is vetted for operating authority and insurance, and we check the certificate before every dispatch, not once a year. USDOT 3411782 · MC 1100274
