If you are shipping freight in Canada, one of the first decisions you will make is which trailer type to use. It sounds straightforward, and for many shippers it is. But the choice between dry van, flatbed, and reefer trailers has real consequences for cost, transit time, and carrier availability, especially as the Canadian freight market moves through early 2025 and the industry works its way out of the prolonged 2023 to 2024 freight recession.
This guide is written for shippers and logistics managers who need a practical understanding of the three major trailer types in the Canadian full truckload (FTL) market. We will cover when each type is the right choice, how costs compare, what availability looks like heading into 2025, and why dry van freight accounts for the overwhelming majority of FTL shipments across the country. Whether you are new to freight procurement or looking to refine your carrier selection, this guide will give you the grounding you need to make informed trailer type decisions.
Why Trailer Type Matters More Than Shippers Realize
The trailer type you select determines far more than just the physical container your freight travels in. It affects your per-mile cost, the pool of available carriers, your lead time for booking, and in many cases, the insurance requirements and regulatory compliance obligations that apply to your shipment. Choosing the wrong trailer type can mean paying a 30 to 50% premium for capacity you do not need, or worse, finding that your freight arrives damaged because the trailer was not suited to the load.
According to the Canadian Trucking Alliance (CTA), Canada's registered trailer fleet includes approximately 420,000 active trailers across all types. The composition of that fleet tells you a great deal about what the market is built to move: dry vans dominate, followed by flatbeds and reefers, with specialized equipment making up the remainder. Understanding this composition helps shippers set realistic expectations about pricing, availability, and lead times for each trailer type.
The Dry Van: Canada's Freight Workhorse
What It Is
A dry van is the standard enclosed trailer used for the majority of full truckload freight in North America. The standard configuration is a 53-foot trailer with interior dimensions of approximately 630 cubic feet and a maximum payload capacity of roughly 44,000 to 45,000 pounds, depending on the tractor configuration and provincial weight regulations. The trailer is fully enclosed with a rigid roof, solid walls, and rear swing doors or roll-up doors for loading and unloading.
The "dry" designation means the trailer has no temperature control system. It is designed for freight that does not require heating or cooling, which covers the vast majority of manufactured goods, consumer products, packaged foods, building materials, retail inventory, and industrial supplies that move across Canadian highways every day.
Why It Dominates the Market
Dry vans account for roughly 70% of all FTL freight movements in Canada, according to industry data from the CTA and Statistics Canada's surface transportation surveys. This dominance is not accidental. Most freight that moves in Canada does not require temperature control, does not exceed standard dimensional limits, and benefits from the weather protection and security that an enclosed trailer provides. The dry van is the default because it fits the default freight profile.
From a carrier perspective, dry vans are the most versatile equipment to own and operate. A dry van can haul consumer goods from a distribution centre in Mississauga on Monday and building supplies from a lumber yard in Kamloops on Thursday. This versatility means carriers can keep their equipment utilized across a wider range of customers and lanes, which translates into lower operating costs per mile and, ultimately, lower rates for shippers.
Common Dry Van Freight
- Consumer packaged goods (CPG) and retail inventory
- E-commerce fulfillment shipments and parcels
- Packaged and non-perishable food products
- Building materials, lumber, and hardware supplies
- Manufacturing components and industrial supplies
- Paper products, packaging materials, and printed goods
- Electronics and household appliances
- Furniture and home goods
Dry Van Limitations
Dry vans cannot handle freight that requires temperature control during transit, freight that exceeds the trailer's interior dimensions (particularly height or width), or freight that cannot be loaded through the rear doors. Oversized equipment, heavy machinery, structural steel, and similar cargo require a flatbed. Produce, frozen goods, pharmaceuticals, and other temperature-sensitive products require a reefer. The dry van also carries a maximum interior height of approximately 110 inches, which limits it for certain tall or bulky loads.
"For roughly seven out of every ten FTL shipments in Canada, a standard 53-foot dry van is the right trailer. It is the most available, most cost-effective, and most versatile option in the market."
The Flatbed: Built for What Won't Fit Inside
What It Is
A flatbed trailer is an open-deck trailer with no sides, roof, or enclosure. The standard flatbed is 48 or 53 feet long with a flat, level deck that allows freight to be loaded from the sides, top, or rear using cranes, forklifts, or overhead loading equipment. Flatbeds are designed for freight that is too large, too heavy, or too awkwardly shaped to fit inside an enclosed dry van.
Flatbed variations include step-deck (drop-deck) trailers that provide additional height clearance for tall freight, double-drop (lowboy) trailers for extremely tall or heavy equipment, and conestoga trailers that combine a flatbed deck with a retractable tarp cover for weather protection.
When Flatbed Is the Right Choice
Flatbed trailers are used for freight that needs to be loaded from the top or sides, freight that exceeds the interior dimensions of a dry van, and freight that is too heavy for a standard enclosed trailer's floor rating. In the Canadian market, flatbed freight is heavily concentrated in the construction, oil and gas, forestry, and heavy manufacturing sectors.
Common Flatbed Freight
- Structural steel, I-beams, and steel coils
- Lumber, plywood, and forestry products
- Heavy machinery and construction equipment
- Oil and gas field equipment and pipe
- Prefabricated building components and trusses
- Wind turbine components and large industrial equipment
- Concrete products, precast walls, and barriers
Flatbed Challenges
Flatbed freight requires additional handling compared to dry van. Every load must be properly secured with chains, straps, and dunnage according to the National Safety Code and provincial securement regulations. Drivers need specific training and experience in load securement, which limits the available driver pool. Flatbed freight is also exposed to weather during transit, which means tarping is required for weather-sensitive goods, and tarping adds both cost and loading time.
Flatbed availability in Canada varies significantly by region. BC and Alberta, with their strong construction, forestry, and energy sectors, have relatively strong flatbed capacity. Central Canada and the Maritimes have less flatbed availability per capita. The BC Trucking Association (BCTA) notes that flatbed carriers in BC tend to be smaller, owner-operator-heavy fleets, which can make capacity more fragmented and harder to book on short notice.
The Reefer: Temperature Control for Perishable Freight
What It Is
A reefer (refrigerated trailer) is an enclosed trailer equipped with a self-contained refrigeration unit that maintains a specific temperature range during transit. Standard reefers can maintain temperatures from approximately -30 degrees Celsius to +25 degrees Celsius, allowing them to haul frozen goods, chilled products, and temperature-sensitive freight that would be damaged by ambient temperature exposure.
The reefer unit is typically diesel-powered (mounted at the front of the trailer) and operates independently of the truck's engine. Some newer units use hybrid or electric auxiliary systems. The trailer itself is insulated with foam or similar thermal material to maintain temperature even when the unit cycles off.
When Reefer Is the Right Choice
Any freight that requires temperature control during transit needs a reefer. This is not optional: Health Canada, the Canadian Food Inspection Agency (CFIA), and provincial health authorities mandate temperature-controlled transport for a wide range of food products. Beyond regulatory requirements, many pharmaceutical products, certain chemicals, and some electronics also require temperature-controlled shipping to prevent degradation or damage.
Common Reefer Freight
- Fresh produce, fruits, and vegetables
- Frozen foods, meats, and seafood
- Dairy products and eggs
- Pharmaceuticals and biotech products
- Flowers and live plants
- Chocolate, confectionery, and temperature-sensitive beverages
- Certain chemicals and cosmetic products
Reefer Challenges and Costs
Reefer trailers cost more to operate than dry vans. The refrigeration unit adds fuel consumption (approximately 3 to 5 litres of diesel per hour of operation), requires its own maintenance schedule, and limits payload capacity due to the added weight of the insulation and refrigeration unit. A reefer trailer typically carries 2,000 to 3,000 pounds less payload than an equivalent dry van.
Reefer availability in Canada is significantly tighter than dry van availability. Reefer trailers make up an estimated 15 to 18% of the Canadian trailer fleet, according to CTA data, but they are in high seasonal demand during produce shipping seasons (May through October) and during the holiday frozen food surge (November through December). Shippers who need reefer capacity during peak seasons should expect to book further in advance and pay premium rates compared to off-peak periods.
For cross-border reefer shipments between Canada and the United States, additional compliance requirements apply. The US Food Safety Modernization Act (FSMA) Sanitary Transportation Rule imposes specific requirements on temperature monitoring, trailer cleanliness, and documentation for food products crossing the border. Carriers operating reefer equipment on cross-border lanes must maintain FSMA compliance records in addition to standard CBSA and CBP documentation.
Cost Comparison: What Each Trailer Type Actually Costs
Freight rates in Canada are influenced by dozens of variables: lane, distance, fuel prices, seasonal demand, carrier capacity, and load characteristics. However, the general cost relationship between trailer types is consistent and worth understanding at a directional level.
Dry Van Rates
As of late 2024, average dry van FTL rates on Canadian domestic lanes range from approximately $2.50 to $3.20 per mile, depending on the lane, distance, and direction. High-volume, balanced lanes like Toronto to Montreal or Vancouver to Calgary tend toward the lower end. Longer-haul, imbalanced lanes, particularly northbound or westbound moves into lower-density markets, command premiums. Cross-border dry van rates to and from the United States typically add a 10 to 20% premium over equivalent domestic distances, reflecting customs brokerage, border crossing time, and the additional compliance requirements of cross-border operation.
These rates represent a partial recovery from the depressed conditions of mid-2023 and early 2024, when the freight recession pushed dry van rates in Canada to levels that were below operating cost for many carriers. The CTA's quarterly market reports and private-sector freight indices like the Canadian General Freight Index have shown gradual rate recovery through the second half of 2024, with the market entering 2025 in cautiously improving territory.
Flatbed Rates
Flatbed FTL rates in Canada typically run 15 to 30% higher than equivalent dry van rates on the same lane. This premium reflects the smaller carrier pool, the additional labour required for load securement and tarping, and the higher insurance costs that flatbed operations carry. On specialized flatbed lanes (heavy haul, oversized, or permit-required loads), the premium can be significantly higher, sometimes 50 to 100% above standard dry van rates for the same distance.
Reefer Rates
Reefer FTL rates run approximately 15 to 25% above dry van rates on comparable lanes during non-peak periods. During peak produce season (June through September) and the holiday frozen food season (November through mid-December), reefer premiums can reach 30 to 40% above dry van rates due to capacity constraints. The fuel surcharge on reefer loads is also higher than dry van because the refrigeration unit consumes additional diesel independent of the truck's drive engine.
When to Choose Each Trailer Type
The decision tree for trailer selection is more straightforward than many shippers assume. Here is a practical framework for making the right call.
Choose Dry Van When Your Freight Is Standard and Does Not Need Temperature Control
If your freight fits inside a 53-foot enclosed trailer (approximately 630 cubic feet, 44,000 to 45,000 lbs max payload), does not require heating or cooling, and can be loaded through rear doors, a dry van is the right choice. This covers the majority of manufactured goods, retail inventory, e-commerce shipments, non-perishable food, and industrial supplies. Dry van gives you the widest carrier selection, lowest rates, and fastest booking availability.
Choose Flatbed When Your Freight Is Oversized, Oddly Shaped, or Needs Top/Side Loading
If your freight exceeds dry van interior dimensions, weighs more than a standard van floor can support, or needs to be loaded by crane or forklift from the top or sides, you need a flatbed. Structural steel, heavy machinery, lumber, prefab building components, and oil field equipment all typically require flatbed. Book early, as flatbed capacity is more fragmented and specialized than dry van.
Choose Reefer When Temperature Control Is Mandatory
If your freight requires a specific temperature range during transit, either by regulation (CFIA, Health Canada, FSMA for cross-border) or by product specification, you need a reefer. This is not a cost optimization decision. Shipping temperature-sensitive freight in a dry van to save on rates risks product loss, regulatory violations, and liability exposure that far exceeds the rate premium for proper reefer service.
When in Doubt, Start With Dry Van and Validate
If you are unsure which trailer type your freight needs, start by asking whether a standard dry van will work. In roughly 70% of cases, it will. Only escalate to flatbed or reefer when there is a specific dimensional, weight, or temperature requirement that the dry van cannot satisfy. Carriers are also a good resource here: an experienced dispatcher can often advise on trailer selection based on your freight specifications.
The Canadian Market in Early 2025
Recovery From the Freight Recession
The Canadian trucking industry enters 2025 in a state of cautious recovery. The freight recession that began in mid-2022 and deepened through 2023 and the first half of 2024 was the most prolonged downturn in Canadian trucking in over a decade. Spot rates fell to levels that pushed hundreds of smaller carriers out of the market entirely, and even established fleets operated at compressed margins for over 18 months.
By late 2024, conditions began stabilizing. Load volumes recovered modestly, supported by improving consumer spending, inventory restocking cycles, and continued e-commerce growth. The CTA and private-sector freight analysts noted that carrier exits during the recession had tightened the supply side enough to support gradual rate recovery heading into 2025. This is not a boom; it is a return to balanced market conditions after a prolonged period of oversupply.
E-Commerce Continues to Drive Dry Van Demand
E-commerce freight volumes in Canada have continued their structural growth trajectory, even through the freight recession. Statistics Canada's retail trade data shows that e-commerce as a share of total retail sales continues to climb, with online sales growing at rates well above brick-and-mortar retail. This growth flows directly into dry van demand: the overwhelming majority of e-commerce fulfillment freight, whether moving from distribution centres to local hubs or in full truckload volumes between fulfillment facilities, moves in dry vans.
For shippers, this means dry van capacity is the most critical trailer segment to secure in 2025. While the market is not yet capacity-constrained in the way it was during the 2021 surge, the direction of travel is toward tighter conditions as carrier supply adjusts to pre-recession levels and demand continues to grow.
Cross-Border Trade Dynamics
Canada-US cross-border freight remains the highest-value segment of the Canadian trucking market. The Canada Border Services Agency (CBSA) processes approximately 12,000 to 14,000 commercial truck crossings daily, and cross-border FTL freight carries premium rates reflecting the additional compliance, documentation, and operational complexity of operating in both countries. Dry vans dominate cross-border freight, with the BC-Washington, Ontario-Michigan, and Ontario-New York corridors carrying the highest volumes.
Carriers with established cross-border operating authority, customs-bonded status, and experienced cross-border drivers are in strong demand. Shippers booking cross-border FTL should prioritize carriers with proven cross-border compliance records over carriers offering marginally lower rates but without established border operations. The cost of a single CBSA or CBP delay can exceed any rate savings from using an inexperienced carrier.
Why Keylink Specializes in Dry Van FTL
At Keylink Transport, we made a deliberate decision to specialize in dry van full truckload freight. This was not a default choice; it was a strategic one based on market data and our operational strengths.
Dry van freight represents approximately 70% of the Canadian FTL market. By specializing in this segment, we can concentrate our equipment investment, driver training, and operational infrastructure on the trailer type that serves the widest range of shippers and the broadest set of freight requirements. We do not try to be everything to everyone. We focus on being the most reliable dry van FTL carrier available on western Canada and cross-border lanes.
- Equipment focus: Our fleet consists of late-model 53-foot dry van trailers maintained to a standard that minimizes mechanical delays and ensures your freight arrives in the condition it was loaded. Specializing in one trailer type means our maintenance team knows this equipment inside and out.
- Driver expertise: Our drivers are experienced in dry van operations, including proper loading techniques, weight distribution, and cargo securement for the full range of freight that dry vans carry. They know the lanes, the loading docks, and the customer facilities on our regular routes.
- Carrier availability: Because we operate a focused fleet on defined lanes, we can offer consistent availability and shorter booking lead times than carriers who spread equipment across multiple trailer types and geographies.
- Cross-border capability: We maintain full cross-border operating authority for Canada-USA freight, with customs-bonded trailers and drivers experienced in CBSA and CBP procedures. Our cross-border operations run on established lanes with reliable transit times.
If your freight needs a flatbed or reefer, we will tell you honestly. We would rather point you to a qualified specialist for those trailer types than take a load our equipment is not designed for. But if your freight fits in a dry van, and statistically it likely does, our service offering is built specifically for you.
Keylink Transport specializes in dry van FTL on BC, Alberta, and cross-border lanes. Consistent capacity, competitive rates, and drivers who know your routes.
Get a Quote from Keylink →The Bottom Line
Choosing the right trailer type for your freight is one of the most fundamental decisions in freight procurement, and it is simpler than most guides make it sound. For approximately 70% of Canadian FTL shipments, a standard 53-foot dry van is the correct answer. It offers the best combination of cost, availability, and carrier selection in the market. Flatbed is the right choice when your freight physically cannot fit in an enclosed trailer. Reefer is the right choice when temperature control is required by regulation or product specification.
As the Canadian freight market recovers through early 2025, securing reliable carrier partnerships in the trailer type you actually need is more important than optimizing for the lowest possible rate. The carriers who survived the 2023 to 2024 freight recession are the ones who operated responsibly, maintained their equipment, and retained their best drivers. Those are the carriers worth building long-term relationships with, regardless of which trailer type your freight requires.
If dry van FTL is what you need, and for most Canadian shippers it is, we invite you to see what a carrier focused entirely on doing that one thing well can deliver. Reach out to our team for a conversation about your freight needs.
