TRUCKING — ONTARIO AND CROSS-BORDER
The reason you can't get off brokers isn't the brokers. It's that your day is full. We take the typing, the chasing and the remembering off it — so the office stops being the ceiling on how many trucks you can run.
Free · 20 minutes · no commitment
You keep every decision — which loads to take, which driver goes on them, which customers are worth keeping. We take every keystroke, every chase, and every thing you are currently holding in your head.
Pre-trip logged — dispatch confirmed
Backed in and timed — the clock is running
Bill captured at the dock — the wait time billed
On the appointment — proof in before he pulls out
Invoice already gone — backhaul booked
AN ILLUSTRATIVE DAY — YOUR DIAGNOSTIC IS MEASURED AGAINST YOUR REAL NUMBERS.
We are not a marketing agency that read about freight. We build and operate the automation behind our own Ontario transport operation — vehicles tracked by geofence on the 401 corridor, arrival and departure times recorded without anyone typing them, delay alerts that hold their tongue until they are certain, an AI voice agent that calls drivers before an early start, and a dispatch desk that runs on all of it.
That operation carries passengers, not freight. The business is different. The machinery is the same, and we have already made the expensive mistakes on our own vehicles, not on yours — the vehicle that clipped a geofence while driving past and marked a stop it never made, the stale data feed that hid whole trips, the alert that fired on one bad GPS reading. Every one of those is a way a freight system embarrasses you in front of a broker, and every one is already fixed in ours.
We are taking on our first Ontario carriers now. That is worth saying plainly instead of dressing it up: you would be early, you would get an unusual amount of our attention, and the Diagnostic is measured against your own numbers, not someone else's case study.
If the office is your ceiling, twenty minutes is enough to tell whether a Diagnostic would find the headroom.
Book a pilot callOwner’s View
Tuesday, 10:40 at the yard
YOUR FLEET · 18 TRUCKS · UPDATED 10:40 · SHOWN WITH LIVE REFRESH, A SEPARATELY QUOTED UPGRADE
Loads on the road
14
4 trucks free
All on schedule except load 5521, waiting at the receiver.
Detention · this week
11.5 h
▲ 3 h on last week· Needs you
Seven hours are billable; four still need the in and out times.
Days to invoice
1.2
▼ 0.6 days· On track
Invoices go out the day the proof of delivery comes in.
Short pays open
$1,960
2 brokers· Needs you
Both claims have the in and out times attached.
Needs you today
Trip events
Load 5521 waiting 1 h 45 m at the receiver · Operations
Dispatch & hours check
1 driver at 9 h 40 m of 11 · Operations
CVOR, IFTA & driver files
Reminder sent · Quality & compliance
Short pays & factoring
2 claim packages ready · Finance
TRUCKING · OPERATIONS BLUEPRINT
Each floor is a department and each station a process. The bright line is the path one job takes, and the light travelling it is that job. Select any station to see what starts it, what the system does, and what stays with a person.
YOUR ADDITIONS · THE MAP IS YOURS TO EXTEND
Anything you run, or wish you ran, that is not drawn above. Name it, say where it sits, and it appears on the model with a blueprint sheet of its own. It travels with your pilot-call booking, so the call starts from your map, not ours. No price is attached; it is scoped on the call.
Blueprint sheet · live preview
Marketing · Work arrives · A person approves each one
A poster is drafted from the week's work, a person approves it, and it is scheduled and posted to each channel on a calendar.
Twenty minutes. No deck.
Everyone selling you technology promises more automation. Here is what we refuse to touch, and why.
That is your judgement, and it is most of what you are actually paid for.
We put his remaining hours in front of your dispatcher, straight from your certified ELD. Your dispatcher decides. Always.
The system detects it, stops, and puts a human on it.
A detention claim you cannot stand behind costs you a broker relationship worth more than the claim. When the data is ambiguous the system goes quiet toward your customer and loud toward your dispatcher.
We do not need them, and not needing them removes a whole category of risk for both of us.
At your size there is not the fat — you are short-handed and covering it with your own evenings. What we can promise is that you will not need the next hire.
Before anything gets built we take the numbers off your own records — how many days from delivery to invoice, how many hours your trucks sat last quarter and never billed, how many calls your dispatcher makes just to find out where somebody is. Those numbers go in the proposal, and you agree them before we start.
Then every month you get one page: what was recovered, what came in faster, what did not happen, what hours came back — each against the number you agreed. Including a line for what we got wrong that month, because a report that only ever carries good news stops being read.
Put your own numbers in first → No email wall, nothing stored. If the gap is not there, we would rather you found out before we spoke.
We quote after we understand the work, not before. The first engagement is deliberately small — a look at your own numbers — so walking away is cheap if it is not working for you.
No. Plenty of the carriers we would work with are running loads on a spreadsheet and an ELD, and that is genuinely enough to start. If you already have a TMS we work with it, not around it.
We have run Samsara in production on our own vehicles, so that is the one we know deepest. Others are workable — establishing what your ELD will actually give us is one of the first things the Diagnostic does.
Not entirely, and anyone telling you otherwise is selling you something. You cannot fill a fleet direct, and brokers fill the truck the week your direct customer's plant is down. What is realistic is a direct core on the lanes you already run, so broker freight becomes the filler instead of the business.
No. You are not overstaffed in the office — you are short-handed and covering it yourself after hours. The outcome we aim at is that you do not need the next hire, not that you lose the person you have.
The first thing we work on is getting paid faster, because it is the quickest thing to show and it comes straight off your own books. The work that wins you new customers takes months, and we would rather say so than pretend otherwise.
No, and we will not. Hours of service is your obligation and your certified ELD is the system of record. We surface a driver's remaining hours to your dispatcher at the moment he assigns a load. He decides whether that driver runs.
We are based in London and the 401 corridor is where we know the roads, the traffic patterns and the regulator. That is where we start. Cross-border freight is fine — the carrier being in Ontario is what matters to us.
Book a pilot call. Tell us where the week goes wrong, and we’ll tell you what an Operations Diagnostic would map and measure.
The first paid step has a clear scope and an end date, and the pilot after it is one workflow — not a platform, and not an open-ended retainer.
Free · 20 minutes · no commitment
