Brampton · Vaughan · daily
GTA container drayage
CN Brampton and CPKC Vaughan rail ramps to docks across the GTA and Southern Ontario — plus the empty back on time. Consistent, repeatable container drayage work for owner-operators and small fleets.
For carriers · Owner-operators & fleets
Haul for Qeep.
Deal with people, not portals.
Steady GTA drayage, Ontario lanes and Canada–US cross-border freight for vetted carriers — with a dispatcher who picks up the phone and paperwork that doesn’t make you chase your money.
1 email
To start onboarding
~2 days
Typical setup after paperwork
3
Border crossings we run daily
Direct
Line to a decision-maker
The freight
Lanes your trucks actually want.
The 401 corridor
Ontario & Ontario–Québec highway
Dry van and reefer along Canada’s densest freight corridor: Toronto–Montréal, Toronto–Ottawa, and Southern Ontario regional work.
Windsor · Fort Erie · Sarnia
Canada–US cross-border
Both directions through the big three crossings for carriers set up with ACE/ACI e-manifests. Paperwork reaches you clean and early — the way border freight should run.
Why carriers stay
A brokerage’s product
is its carriers.
We can only promise shippers on-time freight because the carriers pulling it want to work with us again. So the deal is simple:
A person, not a portal
Dispatch answers the phone. Rate discussions happen with someone who can actually say yes.
Clean paperwork
Rate confirmations that match the load, PODs processed promptly, no invoice ping-pong.
Detention taken seriously
When your truck sits, we chase it with the shipper instead of pretending it didn't happen.
Lanes that fit your trucks
We ask where your equipment wants to run and build from there — not the other way around.
What you need
The requirements, straight up.
- Active operating authority — MC and/or CVOR for Ontario
- Cargo and auto liability insurance in good standing
- A safety record we can verify — every carrier is checked before the first load
- Cross-border lanes: ACE/ACI e-manifest setup (CTPAT/PIP an asset)
01
Send your paperwork
MC/CVOR, certificate of insurance and payment details to info@qeeplogistics.com — one email.
02
We verify
Authority, insurance and safety record checked; standard carrier agreement signed.
03
You're rolling
Eligible for loads usually within a couple of business days. Tell dispatch your preferred lanes.
Getting Paid
How and when you get paid
The fastest way to lose good carriers is to make them chase their money, so we treat payment as part of the service rather than an afterthought. Every load is settled against the rate confirmation you agreed to before you rolled, with no quiet deductions bolted on after delivery. The rate you accept is the rate you are paid, and if something changes on the load, you hear about it from a person before it ever reaches your settlement, not after.
We pay on standard terms once the paperwork is clean, and we keep the paperwork bar sensible: a signed rate confirmation, a legible proof of delivery, and an invoice. Get those to us and the clock starts. We do not invent documentation hurdles to delay a cheque, and we do not sit on invoices to manage our own cash flow at your expense, which is the quiet game that makes so many carriers wary of brokers.
If you factor your receivables, we are easy to work with. We confirm assignments promptly, we deal directly with your factoring company, and we do not treat a factored carrier as a second-class one. If you would rather be paid quickly and directly, ask us about quick-pay terms when we set you up, and we will tell you plainly what is available and what it costs rather than burying it in fine print.
Disputes are rare when the rate is clear up front, but when one comes up we resolve it with a phone call and the documents, not a form letter. If a charge is genuinely owed to you, an accessorial you incurred, detention you sat through, a reconsignment we asked for, we want it on the invoice and paid, because a carrier who feels fairly settled is a carrier who answers the phone the next time we have a load. That is the whole basis of the relationship, and we run it that way on purpose.
The Relationship
What running a Qeep load is like
Most of a carrier's day is decided by the quality of the people on the other end of the phone, so we keep that end worth calling. When you take a load with us you get a real point of contact who knows the load, not a queue and a ticket number, and who can actually make a decision when something changes on the road. That matters at two in the morning at a closed receiver far more than any rate does.
We give you what you need to run the load cleanly before you roll: complete pickup and delivery information, appointment times that are actually booked, dock hours, and any site quirks we know about, so you are not discovering a problem at the gate. If we know a receiver is slow, or that a yard is tight, or that a site needs a specific check-in, we tell you up front rather than letting you find out the hard way and eat the time.
We respect the hours-of-service clock because pretending it does not exist gets drivers hurt and gets loads late. When we plan a load we plan it against legal driving time and realistic transit, not against a fantasy that assumes no traffic, no weather and no rest. If a delivery window is not achievable safely and legally, we would rather have that conversation with the customer before dispatch than push a driver into a corner after pickup.
Communication runs both ways and we keep it light. We ask for the check calls that the customer actually needs and no more, we take a tracking update over a phone interrogation, and we do not blow up your phone for the sake of looking busy. Treating drivers like professionals who know their job is not a slogan for us, it is how you keep the carriers you want and lose the loads you do not.
Time And Extras
Detention, layover and accessorials
Time is a carrier's inventory, and when a shipper or receiver burns it, that is a cost you are entitled to recover. We do not treat detention as an argument to be won against our own carriers. If you are held past free time, document it, tell us in the moment rather than a week later, and we will pursue it, because the shipper who habitually holds trucks needs to feel that cost or they will never change.
The key is documentation captured while it happens. Arrival and departure times, a note from the guard shack or the app timestamp, and a call to us when the clock starts, are what turn a detention claim from your word against theirs into a bill that gets paid. We will tell you at booking what a given customer's free time and detention terms are so you know the rules of the specific load before you sit in the yard.
Layover, truck-order-not-used, reconsignment and additional stops are all real work and all get handled the same way: agreed in writing when they occur and added to your settlement rather than absorbed by you. If we ask you to wait overnight, divert, or add a stop, that is a change to the deal and it is paid as one. A carrier should never be quietly asked to donate a day.
Fuel is treated honestly too. Where a lane carries a fuel surcharge it is part of the rate you are shown, not a lever we adjust after the fact, and we quote the all-in number so you can compare it cleanly against your own cost per mile. The goal on every one of these is the same: no surprises on the settlement, because surprises are how brokers train good carriers to stop calling them back.
Border Support
Cross-border loads, handled with you
Cross-border freight is where a broker either earns its keep or wastes your time, and we run these lanes every day between Canada and the United States. When you take a border load from us, the customs side is set up before you reach the crossing: the entry filed, the broker engaged, and the PARS or PAPS documentation in order so your truck is cleared to move rather than parked while paperwork catches up.
We make sure the electronic manifest is handled correctly, ACE for southbound into the United States and ACI for northbound into Canada, and that the reference numbers you need are in your hands before you arrive at the booth. A driver who reaches the border with the right barcodes and a clean set of documents crosses; one who arrives to discover the entry was never filed sits, and that lost time is exactly what we exist to prevent.
We tell you what the specific crossing and commodity require before you load, not after. Food, regulated goods, and certain commodities carry extra steps such as prior notice or agency involvement, and knowing that at booking lets you and us prepare rather than improvise at the line. If your authority and credentials suit cross-border work, and carrying the right programs such as CTPAT or FAST is an asset, we will match you to the lanes where that pays off.
When something does go sideways at the border, and occasionally it does, you have a person to call who can work the problem with the broker in real time rather than a voicemail box. That single fact, a live human who understands customs and can act, is what separates a border lane that runs smoothly from one that eats an afternoon, and it is the standard we hold ourselves to on every crossing.
Safety And Trust
Safety, compliance and mutual trust
We vet every carrier before the first load, and we do it because our customers trust us with their freight and we in turn have to trust the trucks we put under it. That check is not an obstacle aimed at good carriers; it is what keeps double-brokers, unauthorized operators and unsafe fleets out of the pool, which protects the carriers who do things properly from being tarred with the same brush and undercut by people cutting corners.
What we look at is straightforward and public: active operating authority, insurance in force at the limits the freight requires, and a safety and inspection record we can actually verify. If your paperwork is in order and your record is clean, onboarding is quick and you will not be asked to jump through invented hoops. If something needs updating, we will tell you exactly what, rather than quietly passing you over with no explanation.
Cargo security matters as much as road safety, and it runs both ways. We do not post your loads on the open board for anyone to grab, we confirm who is actually hauling, and we expect the truck we dispatched to be the truck that shows up. That protects your authority and your insurance from being misused as much as it protects the customer's freight, and it is why we are careful about who we work with on both sides of every load.
Trust, once built, is the whole point. A carrier we know is safe, insured and reliable gets our freight first, gets the benefit of the doubt when something outside their control goes wrong, and gets a broker who will defend them to the customer when they have done the job right. We would rather build a small roster of carriers we genuinely trust and keep them busy than run an anonymous pool where nobody is accountable to anybody.
Consistent Freight
Steady lanes and growing with us
One good load is a transaction; a steady lane is a business, and the carriers who do best with us are the ones we can feed consistently. As we learn which lanes suit your equipment, your domicile and the way you like to run, we route the freight that fits you to you first. Reliability earns reliability: the carrier who covers what they accept and communicates when things change moves to the top of the list when we have loads to place.
For carriers with the capacity and the appetite, dedicated and recurring freight is where the real stability lives. Committing trucks to a lane or a customer takes the guesswork out of your week, smooths your revenue, and lets you plan maintenance, home time and hiring around known volume instead of chasing the spot market load to load. Where that fits both sides, we would rather build it with you than re-solve the same lane every day.
We also grow with carriers as they grow. An owner-operator who becomes a small fleet, a fleet that adds a reefer or a flatbed division, a carrier that opens a new domicile, all change what freight we can send, and we would rather scale a relationship that already works than start cold with someone new. Tell us where you are headed and we will keep an eye out for the freight that gets you there.
None of this requires a contract to start. Run a few loads, see how we book, communicate and pay, and decide for yourself whether we are the kind of broker you want in your week. We are confident enough in how we treat carriers to let the first few loads make the argument, which is why the fastest way to understand any of this is simply to get set up and take one.
If you are already set up with us and not seeing the volume you expected, tell us rather than assuming the freight is not there. Nine times out of ten it is a mismatch we can fix quickly: equipment or lanes recorded incorrectly at onboarding, a domicile we did not know had changed, or capacity you have added that we are not aware of. A five-minute call to update what you run and where you want to run it usually does more for the loads you get offered than anything else, and it is the easiest thing on this page to act on.
Carrier FAQ
Asked by every good carrier.
What does Qeep look for in a carrier?
Active operating authority (MC and/or CVOR for Ontario), standard cargo and auto liability insurance in good standing, and a clean safety record. For cross-border lanes: ACE/ACI e-manifest capability; CTPAT or PIP certification is an asset but not required for domestic work.
What kind of freight will I haul?
Steady dry van, reefer, flatbed and container work: GTA and Southern Ontario drayage out of the CN Brampton and CPKC Vaughan rail ramps, Ontario–Québec lanes, and Canada–US cross-border in both directions. We match lanes to where your trucks actually want to run.
How does onboarding work?
Send your MC/CVOR, insurance certificate and W-8/W-9 or Canadian equivalent. We verify authority, insurance and safety scores, sign a standard carrier agreement, and you're eligible for loads — usually within a couple of business days.
Why haul for a smaller brokerage?
You deal with a decision-maker, not a queue. Rates are discussed like adults, detention gets addressed instead of ignored, and paperwork is clean so you get paid without chasing anyone.
What you’d be pulling
The modes behind the loads.
These are the services our shippers book. Read the one that matches your equipment and you will know exactly what the freight, the paperwork and the appointments look like before you send us a rate con.
Drayage
Rail-ramp and port container moves, chassis handling and empty returns.
See the service →Dry Van
Palletized general freight on the Ontario and Québec corridor.
See the service →Temperature Controlled
Reefer work where the trailer has to hold a documented temperature.
See the service →Flatbed
Open-deck loads — steel, machinery and building materials, tarped and secured.
See the service →Canada-US Cross-Border
Northbound and southbound runs for ACE/ACI-ready carriers.
See the service →Intermodal
Ramp-to-door drays that feed and finish rail moves.
See the service →Shipping freight rather than hauling it? Get a quote or read how Qeep works.
Run with us
Ready to run our lanes? One email starts it.
Send your MC or CVOR number, certificate of insurance and payment details in one email. We check authority, insurance and safety record, and most carriers are eligible for loads within a couple of business days.