AI automation for logistics.
AI automation built for freight brokers, carriers, 3PLs, and shippers. Built around your TMS, not on top of a spreadsheet.
Freight runs on documents and phone calls. Dispatchers burn most of their day on check calls, rate confirmations, and status emails instead of booking loads, while roughly one in six truck miles runs empty and a meaningful share of every carrier invoice is wrong. AI takes over the repeatable parts: track-and-trace updates, BOL and POD capture, freight-invoice audit, load matching, appointment scheduling, and customs paperwork. Every deployment plugs into the TMS, WMS, EDI, and load boards you already run, with a full audit trail and a human in the loop on anything that moves money or crosses a border. We are headquartered in Calgary, we ship in 2 to 6 weeks, and we start with one workflow so you can prove the ROI before scaling.
Handled end to end by professionals.
Chad, Jesse, and Camilly lead the team that builds, ships, and maintains your automations.
Sources: Grand View Research, Third-party Logistics Market Report, 2024; ATRI, An Analysis of the Operational Costs of Trucking: 2025 Update
In short: The Automators builds AI automation for freight brokers, asset-based carriers, 3PLs, warehouses, and shippers: track-and-trace and check-call automation, BOL and POD document capture, freight-invoice and accessorial audit, load matching and carrier sourcing, appointment and dock scheduling, and customs and cross-border documentation. Every build plugs into the TMS, WMS, EDI, load boards, and ELD or telematics you already run, with encryption, role-based access, and a complete audit trail. We design around trusted-trader programs like C-TPAT and PIP and around FMCSA and DOT requirements. Most first projects ship in 2 to 6 weeks. We start with one high-leverage workflow, measure the hours and margin it returns, then scale.
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Why logistics is automating now
Logistics is a high-volume, thin-margin, document-heavy business, which is exactly where automation pays. The global third-party logistics market was valued at roughly USD 1.2 trillion in 2024 and is projected by Grand View Research to reach about USD 1.88 trillion by 2030, part of a global logistics market already worth close to USD 9.4 trillion. In Canada the transportation sector directly contributed CAD 96.5 billion, about 4.3 percent of GDP, in 2024, and road moved 46 percent of the country's international merchandise trade by value, per Transport Canada. Freight is the connective tissue of both economies, and it still moves on faxes, PDFs, phone calls, and rekeyed data.
The operating math is brutal. ATRI put the average marginal cost of operating a truck at USD 2.260 per mile in 2024, with non-fuel costs hitting a record USD 1.779 per mile, and truckload operating margins ran negative on average. Meanwhile empty miles averaged 16.7 percent in 2024 and self-reported deadhead runs 20 to 35 percent industry-wide, so a large slice of those costs is incurred hauling air. Detention makes it worse: ATRI's 2024 research found drivers were detained on 39.3 percent of stops in 2023, costing the industry an estimated USD 15.1 billion a year, USD 11.5 billion of it in lost productivity, and fleets that bill detention are paid on fewer than half of those invoices. Every one of those problems is a data and follow-up problem before it is a trucking problem.
The back office is just as loaded. Dispatchers and brokers spend most of their day on check calls, status emails, and rate confirmations rather than booking freight, and manual load matching runs 20 to 30 minutes a load. Freight invoices are a persistent leak: industry estimates commonly put the share of invoices with errors in the 5 to 15 percent range, concentrated in accessorials like detention, fuel surcharge, and liftgate that are applied inconsistently, and manual audit catches only a fraction of them. Driver churn compounds the whole thing: annualized turnover at large truckload carriers has averaged roughly 90 percent and higher for years, so tribal knowledge walks out the door constantly. This is the routine, rules-based work AI is genuinely good at.
Cross-border and safety compliance is the gate, and it is real. Freight moving between Canada and the US touches CBP and the Automated Commercial Environment on the US side and CBSA and the Advanced Commercial Information program on the Canadian side, with trusted-trader programs like C-TPAT and Partners in Protection, and FAST lanes, reducing inspection risk for members. Domestic trucking is governed by FMCSA and DOT hours-of-service rules with the ELD mandate under 49 CFR Part 395, and hazmat moves under the PHMSA and FMCSA hazardous-materials regulations. We are a Calgary-based agency serving operators across Canada and the US, so we build automation that respects both customs regimes and the safety rules from day one, keep a human in the loop on anything that clears customs or moves money, and scale only what works.
What we automate for logistics operators.
The functions where logistics teams spend the most hours on repeatable work, each mapped to the automation we deploy and the outcome it drives.
Dispatchers and brokers spend most of the day making check calls and sending status emails to shippers, and manual load matching alone runs 20 to 30 minutes per load, so people update spreadsheets instead of booking freight.
A tracking agent pulls status from ELD, telematics, and tracking feeds, sends proactive shipper updates on pickup, in-transit, and delivery milestones, flags exceptions and late loads, and only routes genuine problems to a human, all synced to the TMS.
Proactive automated status updates and fewer manual check calls is the typical benchmark this automation targets against dispatchers who spend the majority of their day on repetitive calls and emails.Bills of lading, proofs of delivery, rate confirmations, and packing lists arrive as scans, faxes, emails, and photos, and staff rekey them into the TMS, where missing or mismatched paperwork stalls billing and disputes.
A document agent reads BOLs, PODs, and rate cons, extracts references, weights, quantities, accessorials, and signatures, matches them to the load and the order, flags exceptions, and writes structured data into the TMS with a review step.
Freight documents captured and matched to the load without rekeying is the standard benchmark this automation is built to deliver, so billing is not waiting on paperwork.Industry estimates commonly put 5 to 15 percent of freight invoices in error, concentrated in accessorials like detention, fuel surcharge, and liftgate that are billed inconsistently, and manual audit catches only a fraction before payment.
An audit agent checks every carrier invoice against the rate confirmation, contracted tariff, and accessorial rules, catches weight and dimension mismatches, duplicate bills, and unearned accessorials, and drafts disputes and approvals for the payables team.
A higher share of invoices audited before payment and overcharges caught is the benchmark this automation targets against a 5 to 15 percent freight-invoice error range.Empty miles averaged 16.7 percent in 2024 and self-reported deadhead runs higher, while sourcing capacity means manually working load boards, calling carriers, and rekeying rate confirmations for every lane.
A sourcing agent scans load boards and the carrier network against open lanes, shortlists matches on lane, equipment, and history, drafts outreach and rate confirmations, and hands the negotiation and award to a broker to approve.
Faster capacity matching and less deadhead exposure is the typical benchmark load-matching automation targets against a 16.7 percent empty-mile baseline.Detention is chronic: drivers were detained on 39.3 percent of stops in 2023, and manual back-and-forth to book dock appointments and warehouse slots drives dwell time, missed windows, and detention exposure.
A scheduling agent books and confirms dock and delivery appointments across facilities, sends multi-channel reminders, reschedules against capacity, and alerts on at-risk windows, all synced to the TMS and warehouse calendar.
Confirmed appointments and fewer missed windows is the benchmark scheduling automation is expected to deliver against a detention rate near 39 percent of stops.Cross-border loads require commercial invoices, customs entries, and PARS or PAPS references filed accurately to CBP and CBSA, and a missing or wrong document means a held shipment, a border delay, and a frustrated driver.
A document agent assembles the customs packet from the shipment record, validates commercial invoice, HS references, and party details against the entry, flags gaps before filing, and routes the packet to a licensed broker to review and submit.
Customs packets assembled and validated before filing is the typical benchmark this automation targets, with a licensed customs broker keeping final sign-off on every entry.Most logistics teams start with one high-leverage automation, prove the ROI in weeks, then scale from there.
Book free consultationWhere automation leverage runs deepest.
Ranked by the breadth of automation opportunity we see across each area's core workflows: the wider the bar, the more of that work our deployments can take over today.
Automation patterns in logistics.
Illustrative examples of the automations we build for logistics operators. See our published case studies for real client work.
| Segment | Engagement | Outcomes & impact |
|---|---|---|
| CASE 01Freight brokerage | Track-and-trace automation for a freight brokerageFreight brokerages hit a wall when dispatchers spend most of the day on check calls and status emails instead of booking loads, and manual load matching runs 20 to 30 minutes a load. A tracking agent pulls status from ELD, telematics, and tracking feeds, sends proactive shipper updates at every milestone, flags late and at-risk loads, and routes only genuine exceptions to a broker, with everything synced to the TMS. | PROACTIVEShipper updates sent on every milestone instead of on request. FEWER CALLSAutomated status against dispatchers who spend most of the day on check calls. EXCEPTIONS ONLYOnly genuine late or at-risk loads escalated to a human. LOGGEDEvery update recorded to the TMS with a full audit trail. |
| CASE 023PL / warehouse | Document capture and invoice audit for a 3PLThird-party logistics providers drown in BOLs, PODs, and rate confirmations that arrive as scans, faxes, and photos, and industry estimates put 5 to 15 percent of freight invoices in error. A document agent reads and matches every freight document to the load, and an audit agent checks each carrier invoice against the rate confirmation and accessorial rules, catching duplicates and unearned accessorials before payment. | NO REKEYINGFreight documents captured and matched to the load automatically. AUDITEDInvoices checked before payment against a 5 to 15 percent error range. OVERCHARGE CAUGHTDuplicate bills and unearned accessorials flagged before they are paid. DRAFTEDDisputes and approvals prepared for the payables team. |
| CASE 03Asset-based carrier | Scheduling and detention control for an asset-based carrierAsset-based carriers carry the detention problem directly: drivers were detained on 39.3 percent of stops in 2023, and every held hour is lost revenue and safety risk. A scheduling agent books and confirms dock and delivery appointments across facilities, sends multi-channel reminders, reschedules against capacity, and alerts dispatch on at-risk windows, all synced to the TMS. | CONFIRMEDDock and delivery appointments booked and confirmed automatically. FEWER MISSESReminders sent against a detention rate near 39 percent of stops. EARLY WARNINGAt-risk windows flagged to dispatch before they slip. CLAIM-READYAppointment and dwell data captured to support detention billing. |
| CASE 04Cross-border shipper | Customs documentation for a cross-border shipperCross-border freight between Canada and the US requires commercial invoices, customs entries, and PARS or PAPS references filed accurately to CBP and CBSA, and one wrong document means a held load at the border. A document agent assembles the customs packet from the shipment record, validates the commercial invoice, HS references, and party details before filing, and routes the packet to a licensed customs broker for final review and submission. | PACKET BUILTCustoms packets assembled from the shipment record before the border. VALIDATEDInvoice, HS references, and party details checked for gaps up front. BROKER SIGN-OFFA licensed customs broker keeps final review on every entry. TRUSTED-TRADERDesigned around C-TPAT and PIP with a full audit trail. |
Logistics runs on throughput.
Sources: ATRI, An Analysis of the Operational Costs of Trucking: 2025 Update; ATRI, driver detention research, 2024
Compliance & regulators in logistics.
The regulatory framework every logistics deployment meets by default.
Cross-border automation is designed around the customs regimes on both sides: CBP with the Automated Commercial Environment in the US and CBSA with the Advanced Commercial Information program in Canada. We build to support trusted-trader programs, C-TPAT in the US and Partners in Protection in Canada, which are voluntary supply-chain security programs that reduce inspection risk and unlock FAST lanes for members. We are not a licensed customs broker: a licensed broker keeps final sign-off on every entry, and our automation prepares and validates the paperwork around it.
Domestic trucking automation respects FMCSA and DOT rules, including hours-of-service and the ELD mandate under 49 CFR Part 395, so we read from certified ELD and telematics data rather than altering it, and we never automate anything that would compromise a record of duty status. For hazardous materials we design around the PHMSA and FMCSA hazmat regulations, keeping shipping papers, placarding data, and manifests accurate and a qualified person in the loop on classification and documentation.
Shipment, rate, and customer data is encrypted in transit and at rest, access is role-based and least-privilege, and every automated action, from an invoice dispute to a customs packet, is written to an immutable audit trail so you can answer who did what, when, and on which load. Canadian data residency is available where required, and anything that clears customs or moves money keeps a human in the loop by design. We never train external models on your rate or customer data.
Which services fit logistics operators?
BOLs, PODs, rate confirmations, packing lists, commercial invoices, and customs packets read, extracted, matched to the load, and written into your TMS with a review step and a full audit trail.
Learn more →Orchestration across your TMS, WMS, EDI, load boards, and ELD or telematics, so tracking, document capture, invoice audit, and scheduling move automatically instead of sitting in a dispatcher's queue.
Learn more →Automated shipper status updates, carrier check-in and appointment confirmation, and 24/7 track-and-trace answers that escalate genuine exceptions to your dispatch team, synced to the TMS.
Learn more →Resources for logistics operators.
Technologies we work with.
We integrate with the platforms your team is on today. No rip-and-replace.
n8n
Make
Zapier
OpenAI
Anthropic
Supabase
Salesforce
HubSpot
Twilio
Microsoft 365
Google Workspaceand many more…
Logistics AI, answered.
What logistics workflows can be automated?
Will it integrate with our TMS and load boards?
How much does logistics AI automation cost?
How does automated freight-invoice audit actually work?
Can you handle cross-border and customs paperwork?
How fast can we go live?
Is our rate and customer data safe?
Why work with a Calgary-based agency for logistics automation?
Related industries we serve.
Tell us what's slowing you down.
We'll tell you what's automatable.
Free 30-minute consultation. We'll scope the highest-ROI automation in your logistics operation and tell you straight whether AI is the right answer.
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