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Logistics & Warehousing

A connected chain.
A truck that leaves on time.

Your people know how freight moves. Give them one clear view from the berth to the shelf.

Bring the rail ramp, the 401, the dock, the yard and the store's back door into one working picture, built around the equipment and expertise you already have. The WMS and the ELD keep their jobs. Your dispatcher keeps the final say. What changes is how fast the right person hears about the right load.

Step inside the chain
  • 3PL & private warehouses
  • Regional carriers & couriers
  • Drayage, ports & rail ramps
  • Drone delivery operators
  • Stores & grocery outlets
The whole chain, in context

From the berth
to the back door.

Aerial view of the Grand River Freight chain: a container ship under two gantry cranes at the Port of Montreal, a CN rail ramp, the 401, the Cambridge warehouse with its dock doors and fenced yard, and Store 14 and the drone hub on Georgian Bay

Hover for an idea · click to explore

Watch the resolution, step by step

Here's how we'd handle it.

This walkthrough follows a real scenario built into our interactive demo. It shows the evidence, the decisions and the follow-through — not just an impressive-looking dashboard.

The box on day three01 / 07
A single 40-foot container on the ramp stack at CN Brampton at dawn, the rail gantry idle behind it, a bare chassis waiting
Guided story · illustrative operation

What happens next

Day three, one red hold

Follow one box through Wednesday. HLXU 731240-3, forty feet of small appliances for the Grand River Outlet stores, came off the ship at Montreal last Tuesday and off the CN train at Brampton on Friday, so its three working days of free time end tonight and the first USD 150 day starts tomorrow. At 07:05 the container clock put it at the top of the list with its three holds as three colours: the line is green, freight paid and telex release on file; the ramp is green; CBSA is red. Click the HLXU alert. Last year a box like this was found by the invoice.

The underlying problem

The line's free time is the day the box comes off the train plus three working days, then USD 150 to 600 a day. A box can be customs-released and still held by the line or the ramp, your driver supplies the chassis, and the empty has to go back before the depot closes. Today the dispatcher watches all of it by refreshing the railway's portal.

Boxes stop sliding into the USD 350 and 600 tiers, and drivers stop going to gates they cannot get through. A short bond still keeps a box on the ramp; you just see the cost and its owner on day three, not on the invoice.

Try this exact scenario in the real demo ↗

Fictional operation and simulated incidents. Human decisions and technical integrations depend on each client's actual systems.

The clock is running before anyone hears.

A box on day three.
An idle door.
A pickup nobody verified.

Someone refreshes the railway's portal to learn whether the box was released. Three trailers wait on the apron while Door 6 sits empty for an 08:00 truck that never came. At 04:40 a tractor presents a pickup number that looks right, and the broker who could say otherwise opens at 07:00. The store writes the short on a receipt that never reaches the claim.

Connect the timestamp to the place, the person and the next step. The hold on the box raises a task to the broker before the clock turns to US dollars. The idle door texts the next driver in the queue. The unverified pickup holds the barrier and pages the on-call manager at 04:41, not in the morning report. The short lands on the signed receipt with the photo already attached, so your team spends more of the day moving freight and less of it finding out where it went.

The berth
The rail ramp
The 401
The dock
The store
One connected view

Every part of the operation

A container ship under ship-to-shore gantry cranes at a Montreal container terminal, a container train on the on-dock rail behind the stacks
The box

Port & rail ramp

Free time, three holds, the rail leg and the chassis, on one clock per box.

Ontario importers mostly pull their boxes at CN and CPKC ramps in Brampton and Vaughan, after the railway brings them in from Montreal, Halifax or Vancouver, and each ramp has its own reservations and storage charges. On Hapag-Lloyd's 2026 Canada tariff a dry box at an inland ramp gets the day it comes off the train plus three working days free, then USD 150, 225, 350 and 600 a day, with rail storage billed on top. CBSA can release a box the line or the ramp is still holding, and your driver cannot move it without all three releases, a pickup number, a chassis from your own pool and a reservation. Today a dispatcher finds out by refreshing the railway's portal.

The container clock lists every box by days on the ramp, free time left and dollars accruing from tomorrow, with the three holds as three colours. A CBSA hold raises a task to the broker with the CARM reference attached; a line hold goes to the line with the bill of lading, both before the clock turns expensive. When the release lands, the dashboard proposes a ramp reservation that fits a driver's hours, reserves a chassis and the empty's return slot, and dispatch confirms. AIS shows the vessel against her berth window at Montreal, so a late ship moves the follow-on pickups before you are up. Demurrage invoices reconcile against your own timestamps.

On the dashboard
  • Days on the ramp and free time left per box
  • CBSA, line and ramp hold status
  • Demurrage accruing in USD per day
  • Ramp reservation and truck turn time
  • Vessel ETA at Montreal against the berth window
  • Empty-return depot slot and gate hours
Equipment it connects
  • Railway intermodal reservations and availability notices
  • CBSA CARM portal and broker EDI
  • Line and terminal vessel schedules
  • Chassis pool and driver assignments
  • AIS vessel tracking
  • Reefer container monitors
Open this area in the demo
A tractor-trailer on the 401 at dawn, the ELD tablet in the cab showing hours of service, a highway sign ahead
On the 401

Trucks on the road

Hours under both rule books, the defect that grounds a unit, and the customs filing an hour before the bridge.

Brakes were 41 per cent of vehicle out-of-service violations in the 2025 Roadcheck, and a June 2024 Waterloo Region blitz pulled 37 per cent of the trucks it stopped. A small carrier on a paper pre-trip and a wall calendar hears about brake wear from an inspector. Drivers get 13 hours of driving under Canadian rules and switch books at the bridge; every US-bound load needs an ACE eManifest and PAPS filed an hour before arrival, 30 minutes for FAST, and every Canada-bound one ACI and PARS, with AMPS penalties from $2,000 for a missed filing. Diesel was 262.9 cents a litre in Toronto on October 15, 2026, past the top of FedEx's June 2025 surcharge table.

The certified ELD feed, the J1939 fault codes, brake stroke and trip-inspection defects, the shop calendar and the driver file sit on one tile per unit. A major defect on the Schedule 1 trip inspection sets the unit not dispatchable, so the load board cannot assign it; a wheel-speed sensor code on its own does not, so the rule grounds the truck that needs it and nobody else. Reassigning a load checks the next driver's hours under the rules in force, the driver's FAST card and US-lane clearance, then re-files the eManifest against the new unit. An Ontario 511 closure proposes a reroute and drafts the customer advisory before the customer calls. IFTA kilometres fall out of the telematics each quarter.

On the dashboard
  • Driving time left per driver, Canada or US rules
  • Trip-inspection major defects (Schedule 1)
  • Brake stroke, tire pressure and fault codes
  • ACI or ACE filed-at time against border ETA
  • L/100 km, idle and the surcharge in force
  • Highway 400, 401 and 403 closures and weather warnings
Equipment it connects
  • Certified ELD and telematics (Geotab, ISAAC, Samsara)
  • Dash cams under a written monitoring policy
  • TMS and dispatch board
  • Maintenance system with PM and trip inspections
  • Reefer telematics
  • Fuel cards and IFTA reporting
Open this area in the demo
Inside the receiving dock: a trailer backed to a door with the restraint engaged, a receiver scanning a pallet against the ASN, a probe thermometer in a case of dairy
Inbound

Inbound docks & receiving

Every door, every timer, the seal before the doors open and the short on the signed receipt.

Receiving docks were named the most congested area in the building by 38 per cent of DC operators in a 2025 North American survey, up from 20 the year before. The free time written into most rate confirmations is two hours; the only detention studies Canadian associations circulate are American, and a 2016 one found 63 per cent of drivers waiting over three hours a stop. At a Cambridge 3PL it looks like an appointment board nobody reconciles, trailers backed up on the apron, and a receiver who cannot tell a late carrier from a no-show until someone walks outside. A short that is not on the signed receipt is a claim the carrier will deny.

The dock board shows every door as occupied, idle or blocked and every trailer in queue with minutes since check-in; the two timers past free time sort to the top. When an appointment passes its grace window, the slot releases, the next driver gets a text, “Door 6, back in now”, and the dock-to-stock timer starts when the restraint engages. The receiver checks the seal against the bill of lading, scans the ASN and writes the short and the nose and tail readings on the receipt with photos; the driver countersigns. Dwell per carrier and signed in-out times land in Friday's report, ready for the next rate confirmation.

On the dashboard
  • Trailers in queue and minutes past free time
  • Door status and utilization
  • Appointment adherence and no-shows past grace
  • ASN against physical receipt
  • Reefer nose and tail readings at receipt
  • Seal match and pre-close photos on outbound
Equipment it connects
  • Dock levelers, restraints and door sensors
  • Dock appointment scheduling (C3, Descartes)
  • WMS receiving with EDI 856 ASN matching
  • Rugged handhelds and label printers
  • Probe thermometer and reefer recorder download
  • Pallet scale and dimensioner
Open this area in the demo
A picker on an order picker in a selective racking aisle, RF scanner in hand, a pack station with a scale and label printer at the aisle end
The floor

Racking, picking & packing

Lines per hour, pick accuracy and the short line, per client and per shift, without the clipboard.

On most mid-size floors the pick list is still paper or a scanner nobody trusts: in a 2025 North American survey about 40 per cent of DCs picked on paper and 51 per cent gathered productivity by hand, though most had a WMS. A mis-pick costs about $30 once the reship and the lost sale are counted. Temps made up 16.6 per cent of the peak workforce in the same survey, and since July 1, 2024 every Ontario agency must hold a licence the receiving employer is expected to check. Forklifts cause most rack damage, CSA A344 asks for an annual expert inspection, and the only record is what a supervisor wrote down.

A right-sized WMS with RF picking, pack-station scales and the returns bench feed one screen per client: lines per picker-hour, pick accuracy by picker, backlog against the SLA and billable handling. A new picker at 97 per cent after two hours has her next 20 orders routed through a verification station, with the lead hand beside her. A wave that closes short at an empty location opens a cycle count before the store calls, and the next ASN is built from the scan at the door. Rack-impact sensors open a ticket with the forklift and operator attached; humidex per zone triggers July's break schedule. Scanners roam the whole racking run on Wi-Fi that reports its own dead zones.

On the dashboard
  • Lines per picker-hour and orders per hour, per shift
  • Pick accuracy by picker, shorts by location
  • Backlog against SLA per client
  • Cycle-count variance by zone
  • Rack impacts and forklift behaviour
  • Humidex per zone and Wi-Fi health
Equipment it connects
  • Selective racking with column guards
  • Reach trucks and order pickers with impact sensors
  • Cloud WMS with RF scanners (Tecsys, Extensiv)
  • Pack stations with scales and dimensioners
  • Returns bench with reason codes
  • Warehouse Wi-Fi across the racking (UniFi)
Open this area in the demo
The gatehouse at 04:40: a tractor at the barrier under the lane lights, the kiosk screen lit, rows of parked trailers behind the fence
The yard

Yard & gate

Who is at the gate, what is on the lot, and whether tonight's pickups were verified before dark.

About 970 trailers were stolen in Canada in 2025, up from about 570 the year before, and Ontario alone logged about 1,601 tractor, trailer and cargo thefts. Recovery is falling, and the growth is in paperwork: carrier impersonation, falsified bids and deceptive pickups, one theft in ten, mostly weekday overnight or early morning. A small yard has one guard, a clipboard, no live trailer map and a broker who does not pick up until 07:00. The fence line is walked when someone remembers.

The control that works is a rule: nothing leaves after hours unless it was verified the day before. By 16:00 your dispatcher confirms the night's pickups with each customer's traffic desk, with driver and tractor on file. At the gate, ANPR reads the plate and the kiosk checks the pickup against the list, the CVOR and the Equite and CTA fraud alerts; an unverified pickup holds the barrier, pages the on-call manager, lights the back lot and pins the trailer's GPS tag so any movement raises a second alert. The guard records and does not confront. The morning view shows trailers on yard against the YMS and loaded ones over 24 hours.

On the dashboard
  • Verified, unverified or flagged, per pickup
  • After-hours gate events and plate reads
  • Trailers on yard by status and location
  • Loaded trailers over 24 and 72 hours
  • Fence-line motion overnight
  • Lot lit and clear before first shift
Equipment it connects
  • Gatehouse kiosk with ANPR and trailer OCR
  • Yard management map (C3 Yard, Descartes)
  • GPS trailer tags and geofences
  • Perimeter cameras and lighting (UniFi Protect, Axis)
  • Yard truck with telematics
  • Outdoor Wi-Fi or private LTE across the lot
Open this area in the demo
The shore drone hub: a white delivery drone on its pad, the operations console behind the glass, a weather mast, open water on Georgian Bay
Last mile

Drone delivery

Fourteen missions a day against wind, icing, the rated envelope and the pilot's go/no-go record.

Lower-risk flights beyond visual line of sight have been legal since November 4, 2025: uncontrolled airspace, below 122 metres, at least a kilometre from a populated area, with a Level 1 Complex pilot and an RPAS Operator Certificate. UBC's route to Stellat'en First Nation logged 1,228 flights in a year. The limits are weather and records. CAR 901.35 forbids flying with any ice or snow on the aircraft, the cold cutoff is the aircraft's rated envelope, insulin travels at 2 to 8 °C, and Transport Canada can inspect every go/no-go. When an island's ferry is out, the order still has to cross: Drone Delivery Canada's Georgina Island route on Lake Simcoe replaced ferry trips.

The hub console sets the day's missions against the weather station: wind and gusts, temperature against the rated minimum, icing and visibility, each mission green, amber or red on the forecast. Each mission carries its box temperature trace, the seal, the pilot's certificate, the RPOC status and the NAV Drone check. The pilot in command records every go and every cancellation with the weather snapshot; a cancelled mission reschedules into tomorrow's morning block and messages the clinic. The locker at the island pad closes the chain of custody when the nurse's code opens it. A pack that lands with less reserve than the flight plan expected gets a capacity check, and the RPOC records export for an inspection.

On the dashboard
  • Wind, gusts and icing risk against limits
  • Temperature against the rated envelope
  • Battery per pack and charge-ready time
  • Go/no-go record with weather snapshot
  • Payload box temperature trace
  • C2 link quality and altitude under 122 m
Equipment it connects
  • BVLOS small RPAS (Sparrow, Canary class)
  • Designated pad and parcel locker on the island
  • Operations control centre with C2 link
  • On-site weather station
  • Temperature-controlled payload boxes (2–8 °C)
  • Satellite or LTE backhaul
Open this area in the demo
The lift-gate back door of Store 14 in Penetanguishene at sunrise: a clerk with a handheld checking a dairy pallet, the reefer's lift-gate down, the walk-in cooler door open behind
The shelf

Store back door & shelf

The back-door scan, the backroom and the shelf, linked, so a short is a short and theft is theft.

Retail shrink reached 1.5 per cent of $612 billion in sales in the Retail Council's 2025 Retail Crime Report, about $9.2 billion a year and nearly double 2018, and Statistics Canada counted 208,941 police-reported shoplifting incidents in 2025. The quieter loss is the empty shelf. Most outlets have no dock: the DC's reefer or the dairy route truck arrives at a lift-gate, a clerk scans against the ASN, writes shorts on the delivery receipt and refuses a warm pallet at the door, because accepting it makes it the store's loss. The Grocery Sector Code of Conduct has been fully operational since January 1, 2026, and its disputes run on timestamps a store without a link from back door to shelf does not have.

The inbound list shows each delivery, its window and the back-door timestamp, with late ones already marked. The receiving scan writes shorts, damage and a warm tail reading onto the delivery receipt with photos, and the driver countersigns. An exception on a supplier's delivery goes to the vendor-compliance file; one on a load from the DC goes to the DC's over, short and damaged log. Out-of-stock SKUs that were on the short pallets become replenishment tasks from backroom stock where it exists and a reorder where it does not. The walk-in cooler logs itself against 4 °C. The island orders that leave by drone start their custody record at this counter. The shrink number starts to mean theft, not paperwork.

On the dashboard
  • Out-of-stock SKUs by aisle
  • Shorts, damage and refusals per supplier and per DC load
  • Delivery-window adherence per delivery
  • Cooler and freezer temperature and door events
  • Backroom-to-shelf tasks open
  • Island orders and chain of custody
Equipment it connects
  • Back-door receiving app and handheld scanners
  • POS with perpetual inventory (Lightspeed, Shopify POS)
  • Cooler and freezer loggers with door alarms
  • Probe thermometer at the door
  • Electronic shelf labels or scan audits
  • Store Wi-Fi and cameras (UniFi)
Open this area in the demo
Guided scenarios

Pick a real problem.
Watch it get solved.

Each scenario opens the live demo and walks you through it click by click: the exact control to press, what the dashboard is doing behind it, and what that means for your day. Press Start on any card to begin.

  1. Scenario 01 · Today
    4 min

    The box on day three

    The line's free time is the day the box comes off the train plus three working days, then USD 150 to 600 a day. A box can be customs-released and still held by the line or the ramp, your driver supplies the chassis, and the empty has to go back before the depot closes. Today the dispatcher watches all of it by refreshing the railway's portal.

    Boxes stop sliding into the USD 350 and 600 tiers, and drivers stop going to gates they cannot get through. A short bond still keeps a box on the ramp; you just see the cost and its owner on day three, not on the invoice.

    • Port & rail ramp
    • Trucks on the road
    • Inbound docks & receiving
    Start this scenario
  2. Scenario 02 · Today
    3 min

    The trailer that didn't belong

    Deceptive pickups are one cargo theft in ten and growing. A tractor arrives at 04:40 with a plausible pickup number for a loaded trailer, the guard has no way to check the carrier against who was actually dispatched, and the broker who could say otherwise does not answer until 07:00. Yards around the GTA should expect an attempt a week, mostly on weekday nights.

    One stopped pickup is one trailer that stays off the 970-a-year count. You will not catch every attempt; you will know what is on your yard, who is at the gate and whether the pickup was verified before dark.

    • Yard & gate
    Start this scenario
  3. Scenario 03 · Today
    4 min

    Short at the back door

    Shrink is $9.2 billion a year and the empty shelf costs more. A store with no link between the back-door scan, the backroom and the shelf cannot tell theft from a mis-received pallet, and a warm dairy pallet accepted at the door becomes the store's loss. Upstream, a wave that closed short never told anyone.

    Shorts get written on the receipt instead of argued at the door, the shelf fills from the right place, and the cause is traced to one rack location. Shoplifting still happens; the store and the DC stop paying for each other's mistakes.

    • Store back door & shelf
    • Racking, picking & packing
    Start this scenario
  4. Scenario 04 · 2027
    4 min

    Island run, no ferry

    Lower-risk flights beyond visual line of sight have been legal since November 4, 2025, but the hub lives on wind, visibility and the aircraft's rated envelope, every go/no-go belongs to the pilot in command, and Transport Canada can inspect the records. The island's car ferry is out of the water for its annual refit, and the island clinic is still waiting on insulin.

    The clinic gets its insulin on the days the weather allows, and the operator can show Transport Canada every decision. The drone still does not fly in gusts past its rated limit, into forecast freezing drizzle or over the village; in 2027 the fit is island and rural routes to designated pads.

    • Drone delivery
    • Store back door & shelf
    Start this scenario
  5. Scenario 05 · Today
    5 min

    Losing signal in aisle B

    Three pickers say their scanners drop off the Wi-Fi at the east end of aisle B. Today that is three tickets in a queue, a walk to the aisle with a laptop, a look at a controller with 28 access points on it, and a change somebody made a month ago that nobody remembers.

    The map puts the complaint under the antenna that covers it, the panel shows the two settings that are wrong and who set them, and the ops agent reads the change record, makes the call yours, does the revert and the paperwork, and comes back in a week with the proof.

    • Racking, picking & packing
    Start this scenario
Live demo

Step inside
Grand River Freight

Walk every area, watch the alerts arrive, open the details behind them and run the guided scenarios yourself. It is a fictional operation built for the demo: nothing to install, no account, nothing of yours is collected.

Cambridge, Ontario · 8,000 m² 3PL warehouse · 22 trucks · boxes pulled at CN Brampton · client Store 14 and a drone hub on Georgian Bay

Try the live demo5 guided scenarios · 7 areas
Grand River Freight · Overview · 08:42
Today and 2027

What the next two years
ask of the chain.

The pressures below come from the research behind this page: the rule, the date, the number. None of it is a forecast of what software will do. It is already in the rule books and the rate confirmations.

Today

01
The box clock runs in US dollars
Hapag-Lloyd's 2026 Canada tariff gives a dry box the day it comes off the ship or the train plus three working days free, then USD 150 a day at an inland ramp (165 at the port), rising to 225, 350 and 600, with terminal or rail storage billed separately; a box left three weeks past its free time at a ramp runs up about USD 5,300 before storage. Customs release is one of three holds, and the trucker supplies the chassis.
02
Trailer theft nearly doubled in 2025
Equite's preliminary count is about 970 trailers stolen nationally, up from about 570, with Ontario at about 1,601 tractor, trailer and cargo thefts. Trailer recovery fell from 64 to 44 per cent and cargo recovery from 13 to 9. Deceptive pickups are one theft in ten, mostly weekday overnight; the control that works is a verified-pickup list built the day before.
03
Diesel past $2.70 and the table it broke
NRCan's daily table put the national average at 270.3 cents a litre on October 15, 2026, Toronto at 262.9. FedEx's intra-Canada surcharge table, written in June 2025, tops out at 51.5 per cent at $2.58 to $2.62 and has been exceeded. A Class 8 tractor at 40 L/100 km burns about $108 of fuel per 100 km, and no regulator sets the surcharge: it lives in your rate confirmation and the carrier's table.
04
The Grocery Code and vendor scorecards run on timestamps
The Grocery Sector Code of Conduct became fully operational on January 1, 2026, with Empire, Loblaw, Metro, Walmart Canada and Costco Canada registered, and its disputes run between supplier head offices and retailers. Canadian Tire scores vendors on 100 per cent ASN compliance, a 97 per cent receipt fill rate and six EDI documents inside a 72-hour window. Appointment, arrival and dock-in per PO decide who wins.

2027

01
ELD standard 1.3.1 and the Driver Inc. audits
The CCMTA published ELD Technical Standard 1.3.1 on July 29, 2026, with a transition that carries software updates and re-certification into 2027; Transport Canada's list has already moved devices to No Longer Certified. Budget 2025 gave the CRA $77 million over four years to audit Driver Inc. arrangements. Ontario fines for ELD violations run up to $20,000.
02
The ports will expect an API, not a phone call
Transport Canada's $51.2 million National Trade Corridors Fund package helps pay for the Port of Montreal's Port Community System, complete by June 30, 2027, PSA Halifax's truck appointments and OCR portals by December 31, 2026, and Vancouver's gateway forecasting tools by September 30, 2027. Appointment, container-status and gate data will move through feeds a dispatcher's dashboard has to read.
03
Island and northern drone routes, to designated pads
Lower-risk BVLOS has been legal since November 4, 2025, with no timeline for flights over populated areas, so the realistic 2027 fit is rural, northern and island last mile to designated pads, tied to the ferry calendar. Volatus holds a Canada-wide night approval below 1,000 people per square kilometre; CAR 901.35 still grounds any aircraft with ice or snow on it.
04
Ask the dashboard where the load is
Only 1.8 per cent of transportation and warehousing businesses used AI in the year to Q2 2025, against 12.2 per cent overall. Gartner warns that end-to-end autonomous planning before 2027 is overstated. The credible step is an agent that answers “Where is my shipment?” from the ELD position, proposes a dock appointment inside the driver's hours, and drafts Monday's exception report for a person to sign.
A practical partner. A useful first step.

Let your expertise
travel further.

You know the lanes, the doors and the people. We connect the timestamps, the equipment and the paperwork around them, one door at a time, and we say so if we are not the right people.

  1. 01
    Walk the operation
    We come to the dock, the floor, the yard and the gate with you, and sit in with dispatch for a shift, listening for the hold-up: the timer nobody captures, the hold nobody owns, the pickup nobody could verify at 04:40. We leave with a short list, not a proposal.
  2. 02
    Prove one connection
    We pilot one thing with your own systems and your own people: the dock board on top of your appointment sheet, the gate list against the ANPR, the container clock for one lane. A few weeks later you know whether it earns its place, from your timestamps, not our slides.
  3. 03
    Build on the result
    What earns its place stays and grows: the next door, the next lane, the drivers' phones, the client portal, French screens for the Montreal account. What does not, we switch off. The WMS and the ELD keep their jobs throughout; the dashboard watches, tells and records.
Start with a real freight problem.

What should be
easier tomorrow?

A box you hear about from the invoice. A door that sits idle while three trailers wait. A pickup number nobody could check at 04:40.

Pick everything that applies

Takes you to the contact form with these notes filled in. A real person replies within one business day.