When the assembly line can’t wait, you need a carrier that never stops moving.

The automotive freight problem

A Tier 1 automotive plant in Michigan produces roughly 1,000 vehicles a day. If a brake rotor shipment from Ontario doesn’t arrive on time, that line stops — and the cost is measured in thousands of dollars per minute.

The Canada-US automotive supply chain is one of the most deeply integrated in the world. Over $944 billion in bilateral trade crosses the border annually, with automotive being one of the largest sectors. Over 70% of that freight moves by truck. A single part crossing the border between Windsor and Detroit may have already crossed it three or four times as raw materials became components became assemblies.

JIT manufacturing means parts arrive at the plant synchronized with the production schedule — not days before, not hours before, but in sequence with the build. The plant doesn’t maintain large inventories. Instead, it relies on a network of suppliers shipping small, frequent batches. When a shipment is late, the entire downstream production schedule is disrupted.

What we haul for automotive

Brake rotors. Transmissions. Stampings. Wiring harnesses. Seats. Exhaust systems. EV battery components.

We move the full range of automotive components between Canadian suppliers and US assembly plants. Some loads are standard dry van freight. Others require HAZMAT certification for battery materials, chemicals, or industrial coatings. Others need reefer trailers for adhesives and sealants that can’t be exposed to extreme temperatures.

The common thread is urgency. Automotive freight doesn’t sit in a warehouse waiting for a truck. It’s produced on a schedule, shipped on a schedule, and delivered on a schedule — and every link in that chain has to hold. That’s why OEMs and Tier 1 suppliers choose asset-based carriers with their own trucks and their own drivers over brokers who are scrambling to cover a load at the last minute.