Your questions, our answers

Thirty minutes, between 6 a.m. and 8 p.m., seven days a week. It is a committed number rather than a figure of speech: you discuss your load with the dispatcher, and an agent comes back with their best price. No 48-hour delay, no back-and-forth emails.

Yes, and that is where we are strongest. We work with carriers across Quebec and North America; our busiest areas are Ontario, the Maritimes, Western Canada, and freight coming in from the United States.

LTL (Less Than Truckload) is partial loading: you pay only for the space your freight actually takes up in the truck. It is the most economical option when you do not have enough to fill a full trailer. Full truckload reserves the entire truck for you, which is faster and more direct.

It is an express service dedicated to a single urgent load. A driver is assigned to your freight and leaves as soon as it is ready, with no intermediate stops. It is the solution for a critical production part, a stalled jobsite or a last-minute delivery.

Yes. While your freight is on the road, you have access to real-time updates. You also have a dedicated contact, always available to answer your questions from pickup to delivery.

Yes. Our specialized drivers transport classic cars, utility vehicles and motorcycles, with the careful handling this type of load demands and personalized follow-up.

The pickup point, the destination, a description of the freight (type, approximate weight and dimensions) and the date you want. If you do not know everything, call us anyway and we will help you pin down the details.

Yes. We transport industrial machinery and construction equipment. This type of load is prepared up front: we confirm dimensions, weight, tie-down points and site access with you before the day of transport.

There is no posted per-kilometre rate, because the price depends on five things: distance, the trailer the piece requires, weight and dimensions, whether a backhaul is available on that lane, and the time of year. The same Montreal–Toronto run does not cost the same on a standard flatbed as on a double drop under permit. That is why we give a firm price in 30 minutes instead of a range that means nothing.

Both exist to gain load height. A step deck has a lowered rear deck: it takes pieces taller than a standard flatbed while keeping one continuous platform. A double drop goes lower still over a centre well, which handles the tallest pieces, at the cost of a shorter usable deck. If your piece exceeds the legal height once loaded on a flatbed, one of those two is the answer. Our spec sheets list the usable deck heights for every trailer.

In Quebec, a load becomes oversize as soon as it exceeds the regulatory weight or dimension limits, notably 2.6 m wide, 4.11 m in total loaded height, or 23 m long for a tractor–semitrailer combination. From that point it travels under a special travel permit, on a defined route and within defined hours. Note that it is the total loaded height that counts, not the height of the piece alone. A 3.5 m piece on a high-deck trailer can already be over.

We do. We measure the piece once it is on the trailer, apply for the permit with the Quebec authorities and with each province crossed, verify the routing (bridges, overpasses, construction) and book pilot vehicles where the thresholds require them. The price you get includes permits and escorts, and the delivery date we quote accounts for real issuing times.

To Standard 10 of the Canadian National Safety Code, adopted in Quebec through the cargo securement regulation. In practice: the combined working load limit of the securement devices reaches at least 50% of the cargo mass, the securement withstands 0.8 g forward and 0.5 g rearward and sideways, edge protectors go anywhere steel or wood can cut a strap, and the load is checked within the first 80 km and then at least every 240 km. On an open deck there is no wall to catch a mistake.

Yes, and the tarp depends on the freight. Light tarping (14 to 18 oz) for lumber, panels and dry materials. Heavy tarping (18 oz and up, reinforced at the corners) for steel, machinery and pieces with sharp edges. When the freight tolerates no risk at all, a Conestoga rolling-tarp trailer removes the question. In winter we double up on painted or finished pieces because of the salt and calcium thrown off the road.

From roughly mid-March to mid-May, permitted weights are reduced across much of the Quebec road network, because water-saturated ground no longer carries the same load. In practice, a heavy load that moves in one truck in January may need a second truck in the spring, or a postponement. We tell you at quoting time, not the day before pickup.

On the 401 corridor, Toronto is generally a single driving day from southern Quebec, mandatory driver stops included. The Maritimes take one to two days depending on the destination, and Western Canada is measured in days rather than hours. For a city delivery, the site’s receiving window often matters more than the distance: we set the arrival time with your site supervisor rather than aiming at an approximate date.

Both, and in flatbed that is an advantage. We run our own loads, and our network of 110+ vetted carriers lets us find the right trailer in the right place, even in peak season. You deal with one person, the one organizing your transport, whichever truck ends up showing at the dock.

Yes, and it is the single most useful thing you can do. The quote form accepts photos and PDFs, up to 10 MB in total. A photo of the piece on its skid saves three rounds of email and lets us pick the right trailer the first time.

Our business and operating numbers are shown on the home page, in the credibility band: NEQ, GST/HST, QST, registry identification number (NIR) and CNESST employer number. A serious shipper vets a carrier before handing over a load, and we would rather that took thirty seconds.