Service Chart — Six Bearings
Third party freight coordination across Ontario and the United States Midwest
Rty Logistics Ltd. is not a carrier and not a load board. We are a coordination house working from Welland, Ontario, arranging and watching freight movements that are physically performed by vetted third party carriers. The six services below are the bearings on our chart, and each one is run as an integrated file from the Cloy Drive desk.
Cross-Border Truckload Dispatch
Bearing 080 — Full Trailer, Ontario to Midwest
Cross-border truckload is the spine of what we do. A shipper in Ontario needs a full trailer moved to a receiver in Michigan, Ohio, Indiana, Illinois or beyond, and the load must cross an international boundary without the paperwork becoming a problem at the worst possible moment. We build one coordinated file for each movement and hold every party against it. That file carries the pickup reference, the commodity description, the weight, the customs documentation, the driver contact and the delivery appointment, so nobody has to reconstruct the story later.
Before a tractor is dispatched we confirm the crossing. We review the broker instructions, the commercial invoice, the certificate of origin where it applies and the carrier bond status. We match the load to a carrier whose equipment, authority and insurance actually fit the commodity and the lane. We agree the receiving window with the consignee in advance, which is the single most common reason a border load goes wrong. When the trailer leaves the shipper dock, the customs packet is already prepared and the appointment is already booked.
Once the load is live we track it across the whole route, not just to the border. A delay at the bridge, a reefer temperature alarm or a receiver that will not take a live unload until a certain hour all get flagged and handled from our desk. The customer receives plain updates in plain language, tied to a lane and a time rather than a vague promise. The result is predictable crossings, fewer failed appointments and a record that matches what actually happened on the road.
LTL Consolidation Programs
Bearing 060 — Shared Linehaul for Partial Freight
Partial freight deserves partial rates, and our LTL consolidation programs are built around that principle. A shipper with six pallets should not pay for forty eight feet of empty space. We gather compatible shipments from multiple shippers, plan them into a single linehaul movement and pass the shared economics back to each participant. The freight still receives individual handling records, individual labels and individual proof of delivery, even though it shared a trailer.
Consolidation only works when the plan respects real cut off times. We merge freight against published departure windows, keep the number of handling stops low, and separate fragile goods from heavy or abrasive freight. Every piece is checked against a common manifest before it is loaded, and a discrepancy is resolved at the dock rather than discovered by the receiver. Where a program repeats weekly, we tune the schedule around the shippers actual release times instead of forcing the shipper to fit an arbitrary one.
The customer experience stays simple. One rate, one reference number and one delivery commitment cover a pallet that travels alongside goods from two other businesses. We disclose the consolidation arrangement clearly so the shipper knows its freight may share a trailer, and we keep the liability terms consistent from piece to piece. Consolidated programs are often the difference between a regional supplier competing nationally and one that cannot afford to ship at all.
Port Drayage Coordination
Bearing 050 — Containers Between Ramps, Terminals and Warehouses
Drayage is short haul trucking with long tail consequences. The container moves a few dozen kilometres, but the free time clock, the chassis reservation and the terminal gate appointment all have to line up or the costs begin to accumulate. We coordinate container moves between marine terminals, rail ramps and warehouses across the region, keeping the equipment record tight from release to return. The distances are modest; the coordination is not.
Our process starts before the container is available. We book the gate appointment, confirm the chassis supply, line up the receiving warehouse dock and verify the delivery instructions. We watch demurrage and detention clocks and warn the customer early if a terminal backlog threatens free time, so a cost risk is a conversation and not a surprise invoice. When the box is emptied we return the equipment promptly and close the record, rather than leaving idle equipment ageing on a terminal account.
Drayage also interacts heavily with customs and with the warehouses that receive the goods. We keep those threads connected, sharing the same reference numbers across the terminal, the drayage carrier and the receiving dock. For importers running a steady flow of boxes, this turns a string of disconnected errands into a managed cycle with visible status and clean equipment returns.
Warehouse Cross-Dock Handling
Bearing 065 — Touch the Floor, Change Trailer, Leave Again
Cross docking lets freight touch a floor without living there. Inbound pallets arrive, are received against the manifest, checked for piece count and visible condition, and then loaded directly onto an outbound trailer for the next leg of the journey. Because nothing is put away and retrieved, storage fees and double handling are largely eliminated. For a supplier shipping from a distant point to a regional receiver, a cross dock becomes a predictable midpoint where the freight changes direction without changing condition.
The discipline of cross docking lives in sequencing. We align the inbound arrival with the outbound departure so a dock door is open exactly when a trailer needs it. We keep the receiving and shipping paperwork separate but linked to the same movement file, so a pallet can be traced from one trailer to the next without ambiguity. Where a discrepancy appears, we photograph it and document it at the moment of handling rather than at the moment of dispute.
Cross docking suits exporters who need to break a large inbound shipment into regional deliveries, and importers who need to clean, label or re pack goods before they travel onward. We coordinate the labour, the dock scheduling and the documentation so the freight never sits waiting for a form. The customer pays for handling and transit, not for storage, and the trailer turns faster than it would through a traditional warehouse.
Carrier Compliance Vetting
Bearing 045 — Authority, Insurance and Safety Before the Load
Every carrier that touches freight we coordinate is vetted before it is dispatched, and the vetting is documented. We verify active operating authority, current insurance coverage and a safety record that stands up to scrutiny. We collect the documents and track their expiry dates, so a certificate that lapses mid quarter is caught on a calendar and not in the middle of a live load. This work is invisible when it succeeds, which is exactly the point.
Different freight demands different qualifications. A bonded carrier is required for some cross-border movements, a temperature controlled trailer for others, specialized securement for heavy or oversized pieces. We confirm those qualifications in writing against the specific load rather than assuming that one good carrier is good for every commodity. Where a customer imposes its own insurance or safety requirements, we check the carrier against those requirements as well.
The value of vetting shows up in two places. The first is day to day reliability, because a properly authorized carrier is less likely to be sidelined at a scale or a border. The second is accountability, because when a shipper or an insurer later asks who moved the goods and under what coverage, we can produce the file. Compliance is not a formality layered on top of dispatch; it is part of the dispatch decision itself.
Freight Claims and Paperwork Support
Bearing 060 — Evidence, Follow Through and a Clean Record
When cargo is damaged, short, delayed or refused, the result depends almost entirely on the quality of the record. We capture the delivery exception at the door, gather photographs, the signed manifest and the inspection notes, and build a claim that rests on evidence rather than recollection. We follow that claim through the carrier and the insurer, answering questions and supplying documents until it is resolved, instead of filing it and moving on.
Beyond claims, we keep the ordinary commercial paperwork orderly. Bills of lading, customs packets, proof of delivery documents, delivery receipts and invoice backups are filed against the movement they belong to. A customer who needs a copy of a delivery receipt from three months ago gets it quickly, because the file was never scattered across inboxes. A clean, complete record is the cheapest protection a shipper can hold, and it makes every future dispute shorter.
We also help shippers correct recurring documentation problems. If the same field is missing on every third shipment, the fix belongs in the shippers template, not in a series of emergency emails. We point out those patterns when we see them and suggest corrections. The goal is a documentation flow that is boring by design, because boring paperwork is paperwork that does not delay a load or weaken a claim.