Freight Shipping FAQ

Less-than-truckload (LTL) shipping consolidates freight from multiple shippers into one trailer. You pay only for the space your pallets occupy, making it ideal for shipments between one and six pallets.

LTL rates depend on freight class (NMFC), weight, dimensions, distance, and any accessorials such as liftgate or residential delivery. We compare vetted carriers to find the best rate for your lane.

Freight class (50 to 500) is an NMFC standard based on density, stowability, handling and liability. Lower classes are denser and cheaper to ship; we help you classify your freight correctly.

LTL fits shipments of roughly one to six pallets or under 15,000 lb. For larger loads, volume LTL or full truckload may be more cost-effective. We help you weigh the options per shipment.

Yes. Every LTL shipment is tracked in real time through our free TMS portal, with status updates from pickup to final delivery.

FTL uses an entire trailer for one shipper, which means:Faster transit (no terminal stops or re-handling).Lower damage risk (sealed trailer, single touch).Predictable appointments and tighter delivery windows.Cost-efficient on dense freight or 10–15+ pallets / 20,000+ lb.Works for reefer, flatbed and high-value moves.

Partial Truckload is ideal when your shipment is too large for LTL (roughly 6+ pallets or 5,000+ lb) but doesn't fill a full trailer. Fewer handlings than LTL, often more cost-effective than a full truck.

Dry van, reefer, flatbed, step-deck and specialized equipment for oversized/overweight loads, across the USA, Mexico and Canada.

Detention is charged when a carrier waits beyond the free time allotted for loading or unloading (commonly 2 hours). It compensates the carrier for lost time and is billed per hour after the free window.

Container drayage is the transportation of containerized cargo over short distances within long-haul shipments. For moves beyond a 400-mile radius, options include local drayage with transloading via full truckload or rail, direct drayage from the port, or drayage from a nearby ramp — confirmed with the relevant SSLs and parties.

Goods arrive by ocean or rail at a port or ramp. We coordinate a short-haul truck to move the container to its next point — a warehouse, transload facility, or final destination — handling appointments, chassis and documentation along the way.

Yes. We transload container freight into trailers (or vice versa) when it's more efficient for the route, combining drayage with full truckload or rail to optimize cost and transit time.

A chassis split happens when the chassis needed to haul a container isn't at the same location as the container, requiring an extra trip to pick it up. We manage chassis availability to minimize splits and the fees they cause.

For long-haul moves, railing to a ramp closer to the destination and then draying the final leg can be more cost-effective and reliable than full over-the-road trucking. We help you weigh ramp vs. direct options per lane.

Short and long-term storage, cross-docking, pick & pack fulfillment, inventory management, distribution and reefer/cold storage — combined to fit your operation.

Yes. Our space, labor and processes are designed to flex with seasonal peaks, project work and changing demand.

Yes. We provide real-time inventory tracking and reporting so you always know what is on hand and what is moving.

Yes. Reefer and cold storage options keep the cold chain intact for perishable and sensitive products.

Absolutely. Warehousing integrates with our FTL, LTL and drayage networks for seamless distribution.