Full and part loads, port drayage, rail intermodal and cross-border trucking to Canada and Mexico.
Most international shipments fail on the ground, not at sea: a truck that misses the terminal cut-off costs a sailing, and a late pickup costs a flight. Ground freight is where we protect the schedule of everything else, which is why we run it as part of the same file rather than handing it to a broker.
Domestically that means full loads, part loads and expedited runs; at the ports it means drayage with the free-day clock in view; across the borders it means trucking into Canada and Mexico with the customs entry prepared before the driver reaches it, not while he waits.
A dedicated trailer for your freight, direct from origin to destination.
Shared trailer space, priced on class, weight and lane.
Container moves between terminal, warehouse and rail head, timed to the free-day clock.
Long domestic legs on rail, with trucking at each end.
When the schedule has already slipped and the load has to make a cut-off.
Palletised or loose freight in dry vans — the standard domestic case.
Reefer trailers with set-point logging and delivery windows agreed in advance.
Placarded loads with trained drivers and the correct shipping papers in the cab.
Flatbed or step-deck with route survey and permits before dispatch.
Sealed trailers, vetted carriers and no unplanned stops on the route.
Drayage on our own chassis, with empty return handled rather than left to you.
Lane, equipment and appointment windows confirmed before dispatch.
Driver assigned, load secured, and the bill of lading issued at collection.
Status against the appointment, with early warning if the ETA moves.
Customs entry or terminal appointment prepared ahead of arrival.
Proof of delivery to you the same day, with any exceptions noted at the door.
Where the road leg is part of a bigger schedule.
| Lane | Transit | Gateway |
|---|---|---|
| Newark → Chicago | 2–3 days | Newark, NJ |
| Los Angeles → Phoenix | 1 day | LA/LB |
| Houston → Monterrey (MX) | 2–3 days | Houston, TX |
| Newark → Toronto (CA) | 2–3 days | Newark, NJ |
| Savannah → Atlanta | 1 day | Savannah, GA |
| Chicago → Dallas | 2–3 days | Chicago, IL |
Roughly six pallets is the tipping point. Below that LTL is cheaper; above it a dedicated trailer often costs the same and moves direct, with no transfers to damage the freight. Fragile or high-value loads are worth FTL earlier than the maths suggests.
Yes — drayage is core work for us. Our own trucks have port access at Newark and Elizabeth, we arrange the chassis, and we watch the free-day clock so the container leaves the terminal before demurrage starts.
Yes, both directions. The customs entry is prepared and transmitted before the driver arrives at the crossing, because a truck waiting at the border is the most expensive way to discover a missing document.
The short move between a port or rail terminal and a nearby warehouse. It is short in distance and disproportionately important: it decides whether you pay demurrage, and whether the container is available when your dock is.
Yes, on flatbed and step-deck equipment. We run the route survey and obtain permits before dispatch, and where escorts or curfews apply we build them into the schedule rather than discovering them en route.
Send the pickup, the delivery and the appointment window — we confirm equipment and a price.