3PL · Ecommerce Fulfillment Same-day Toronto fulfillment for Shopify, Amazon FBA, and ecommerce brands. 5 PM ET cutoff, custom-scoped pricing, no annual contract.
Trusted by brands shipping across eastern canada
Toyota
Pacific Foods
Rad Power
Mystery Ranch
Brooklyn Bicycle
Cobian
BOCCI
Merkury
Written by the Vertex operations team
Marco, Kim, Tom & Sara · Receiving, Pick & Pack, FBA Prep, Account Management
Last reviewed by our team on May 10, 2026 against current Cushman & Wakefield GTA + Statistics Canada cross-border data.
Most brands shopping for a 3PL in Toronto think they are buying a downtown Toronto warehouse. They are not. The actual industrial inventory in the GTA is concentrated in GTA West (Mississauga, Brampton, Oakville), which holds roughly 47 percent of all 850 million square feet of GTA industrial space.
As of August 29, 2025, US Customs suspended Section 321 de minimis on every commercial shipment from Canada, and on February 22, 2026 the Section 122 import surcharge jumped to 15 percent on non-CUSMA goods. A $20 hat now carries $7 in duty before it leaves the building. The credible Toronto 3PL play in 2026 is dual-country: ship from the Toronto area only what stays in Canada, and bulk-import everything US-bound into a US warehouse.
We operate from the Toronto area as part of our 20+ warehouse US and Canadian network and run that dual-country model natively. This page covers what we ship from where, what we charge, where we win, and where we send you to a competitor.
Key takeaways
Section 321 is dead. Every Canada-to-US commercial shipment now requires full customs clearance, regardless of value. Section 122 layers a 15% surcharge on non-CUSMA goods through July 24, 2026. The Toronto 3PL math has changed.
GTA West (Mississauga, Brampton, Oakville) holds 399 million sf, 47% of the entire 850.6M sf GTA inventory. Toronto proper bled 435,790 sf of negative absorption in Q1 2026. The real "Toronto" 3PL market is GTA West.
Pearson YYZ moved 441,500 metric tonnes of air cargo in 2024, Canada's #1 cargo airport. Port of Hamilton (HOPA) handled 10.8M MT in 2025 across 592 vessels. The GTA sits 90 minutes from four major US border crossings.
We fit Canadian DTC brands at 30%+ US order share who need a Toronto-area + US warehouse on one inventory pool. Below 200 orders/month or for Canada-only volume under 500 orders, smaller operators like ShipTo or ShipTop run cheaper.
Why Toronto
On August 29, 2025, US Customs and Border Protection suspended Section 321 de minimis for every commercial shipment from every country, Canada included. Until that date, Canadian sellers could ship $800-or-less DTC packages from the GTA directly to US buyers duty-free. That ended overnight. Every commercial shipment now requires full customs documentation and duty payment regardless of value. CUSMA-qualified Canadian-origin goods still enter the US tariff-free, but anything with non-North-American inputs gets dutied. On February 22, 2026, the Section 122 import surcharge was raised from 10% to 15% on non-CUSMA goods (in effect through July 24, 2026). For an apparel brand whose products half-qualify under CUSMA rules of origin, the math is brutal: a $20 hat now carries $7 of duty plus surcharge before it leaves the building. The consensus among GTA apparel and consumer-goods brands is uniform: open a US warehouse alongside your Toronto operation, import bulk-once at COGS, and fulfill domestic-US.
The geography buyers think they are buying is wrong. "Toronto 3PL" almost never means downtown Toronto. GTA industrial inventory totals 850.6 million sf with 5.1 percent vacancy. Of that, GTA West alone (Mississauga, Brampton, Oakville, Halton) holds 399 million sf, 47 percent of the entire GTA, with 5.0M sf of new leasing in Q1 2026 (58 percent of all GTA leasing). GTA Central (Toronto proper) ran negative 435,790 sf of absorption that quarter as tenants moved out. When a buyer says "Toronto 3PL," the warehouse is in the GTA West corridor. We tell brands this on day one because the alternative (paying for downtown Toronto rates with downtown Toronto traffic) makes no sense.
Pearson YYZ handled 441,500 metric tonnes of air cargo in 2024, +3.8% year over year, ranking #1 in Canada. Pearson is not a top-five global cargo airport (Anchorage, Memphis, Louisville, Miami, and CVG hold those spots), but it is Canada's busiest by a wide margin. Port of Hamilton (HOPA Ports) moved 10,814,699 metric tonnes across 592 vessels in 2025, with agri-food cargo +3% YoY and gypsum +33% YoY. The GTA West corridor along Highway 401, 403, 407, 410, and 427 sits 90 minutes from four major US border crossings: Buffalo/Niagara, Detroit/Windsor, Sarnia/Port Huron, and Lewiston/Queenston. Cross-border ground transit times from the Toronto area beat shipping from BC or the Maritimes by a meaningful margin. That geography is the foundation for the dual-country model we run.
What it unlocks
We operate in the Toronto area as part of our 20+ warehouse US and Canadian network, positioned in the GTA West corridor for Pearson YYZ air cargo, Port of Hamilton intermodal, and 90-minute access to four US border crossings.
We run a Toronto-area facility alongside US warehouses in our 20+ warehouse network on one inventory pool. Bulk-transfer US-bound volume so the customs hit happens once at COGS, not per-parcel at retail. Section 321 is dead, Section 122 is live; this is the only sane model in 2026.
Our Toronto-area footprint sits in the corridor that holds 47% of all GTA industrial inventory (399M sf). Highway 401/403/407/410/427 access, close to Pearson and Hamilton port, 90 minutes to four US borders.
We route to YYZ4, YHM1, YTR1 from the Toronto area and to US FBA codes from a US warehouse in our network, on one inventory pool. Dual-FBA prep under one roof so spec changes on either Amazon.ca or Amazon.com do not break inbound.
We tag every SKU at receipt against your customs broker's CUSMA certification and route qualifying SKUs separately from non-qualifying ones. You do not pay the 15% Section 122 surcharge on goods that should ship duty-free.
For Shopify brands
A Toronto 3PL is the right call for a Shopify brand when you sell into Canada and have meaningful US demand that needs a dual-country model post-Section-321. If your demand is 100% Canadian under 500 orders/month, smaller Canada-only operators run cheaper. If your US demand exceeds 30% of orders, a dual-country setup pairing the Toronto area with a US warehouse is the only sane play.
Yes if
No if
If "yes" lands on you, the next question is which Shopify-side workflow tests separate ops-grade Toronto 3PLs from ones that look good on a sales call but break under cross-border routing pressure. Six questions to ask any operator below.
| Workflow | What should happen | What usually breaks | Question to ask |
|---|---|---|---|
| New order arrives | In the pick queue at the correct node near real time | Polling intervals over 5 minutes; orders missed during peak; orders routed to wrong country | How often does sync run, and how does the WMS route Canada vs US orders? |
| Inventory level changes | Pushes back to Shopify in real time, both nodes combined | Daily batch updates; oversells during peak; inventory shown as available at wrong node | Is inventory sync push or pull, single-pool or split, and at what frequency? |
| Tracking number written | Posts to Shopify the moment carrier scans, both nodes | Manual upload at end of day; customer emails arrive late | When exactly does tracking hit Shopify, and how is it tagged by node? |
| Pre-order / backorder | Order holds, ships when stock arrives at the correct node | Order silently fails or ships partial without notice | How does your WMS handle backorders across two nodes? |
| Returns refund trigger | Refund triggers on return scan-in (or on inspection pass) | Returns sit unprocessed for days; cross-border returns lost in customs | What event triggers the refund, and how do you handle a US customer returning to Canada? |
| Subscription orders | Routed separately by country, with subscription-specific packouts | Sub orders treated as one-time DTC, no recharge protection, cross-border subs duty-billed monthly | How do you tag and prioritize Recharge / Skio subs across both nodes? |
For Amazon FBA brands
A 3PL in Toronto alongside Amazon FBA gets specific value when you sell on Amazon.ca AND Amazon.com and want one inventory pool feeding both marketplaces. Pure FBA-only Canada-only brands rarely need it; pure Amazon.com US sellers should run inventory from a US 3PL.
Yes if
No if
Multi-channel sellers running both Amazon.ca and Amazon.com benefit from a Toronto 3PL specifically because one inventory pool feeds both marketplaces and dual-FBA prep happens under one roof, with cross-border routing handled by our team rather than by a per-parcel customs declaration.
Scope
A common mistake brands make when scoping a Toronto 3PL is treating it as a generic warehouse. Warehouses store things. A 3PL is closer to an operations team that happens to live in a warehouse. Knowing the line between what we own and what stays with your team prevents the most common onboarding fights, especially when CUSMA classification and cross-border routing enter the picture.
✓ The 3PL owns
✗ The brand owns
Order flow
From the moment your container clears Port of Hamilton intermodal (or rolls across the border at Buffalo, Detroit, Sarnia, or Lewiston via CBSA cross-border road) to the moment your customer's parcel scans on their porch in Toronto, Montreal, Buffalo, or Detroit. Here is the exact path. Ten steps, mapped to who does what and where the typical 3PL drops the ball.
Your supplier or freight forwarder sends an ASN (Advance Shipping Notice) or simple email with PO, expected SKUs, container count, ETA, and CUSMA origin documentation. We pre-allocate a receiving dock window at our Toronto-area facility or a US warehouse in our network.
An ASN is a structured file (EDI 856 or our standard CSV / spreadsheet) that lists every SKU, expected quantity, container or pallet ID, ETA, and (for cross-border inbound) CUSMA rules-of-origin certification. With an ASN, our receiving team pre-prints labels, pre-assigns rack locations, and starts unload the moment the truck or rail intermodal container checks in. Without an ASN, every container takes 2 to 4 extra hours because we have to reverse-engineer the shipment on the dock. We accept both EDI and a simple template if your supplier is small.
Container arrives at our Toronto-area facility via Port of Hamilton intermodal, CBSA cross-border road from a US origin, or domestic LTL pickup. Driver checks in, dock door is assigned, unload begins.
HOPA Ports (Hamilton-Oshawa) moved 10.8M metric tonnes in 2025 across 592 vessels at Hamilton alone, then trans-loads to truck for the final leg to our Toronto-area facility. CBSA cross-border road inbound from US suppliers clears at Buffalo/Niagara, Detroit/Windsor, Sarnia, or Lewiston/Queenston, all 90 minutes or less from the GTA. Domestic restocks and sample shipments arrive via standard LTL.
Cases are unloaded, scanned, counted against the ASN. Discrepancies (short / over / damaged) are flagged and photo-documented inside 24 hours. CUSMA paperwork files with the receipt record.
Every case gets a barcode scan against the ASN line item. If the count matches, the SKU moves to putaway. If it does not (short ship, over-ship, damaged outer), our team photo-documents the variance with timestamps and dock-door ID, then logs it in our exception queue. You get an email within 24 hours with the photos, the variance, and our recommended next step (claim with carrier, request supplier credit, accept and adjust on-hand). For cross-border inbound, the CUSMA certificate-of-origin filed at receipt feeds your customs broker for audit defense.
SKUs are binned to designated rack or floor locations using our WMS. Lot codes and expiry dates captured at this step for food / supplements / beauty SKUs. US-destined inventory tags route to a US warehouse in our network.
Putaway is the act of moving received cases from the dock to a permanent rack or floor location. Our WMS assigns the location based on velocity (fast-movers near the pack table, slow-movers in deep storage), pallet height, and lot rotation rules. For food, supplements, and beauty SKUs we capture lot code and expiry at putaway so FIFO (First-In-First-Out) picks always grab the earliest-expiring stock first. Inventory tagged for US fulfillment gets a transfer flag and ships in bulk to one of our US warehouses, sidestepping the per-parcel Section 122 surcharge.
A good WMS pulls orders from Shopify, Amazon.ca, Amazon.com, BigCommerce, and your ERP near real time. New orders appear in the pick queue at the right node automatically. We run Datex Footprint for this.
Order sync is the live link between your sales channels and our pick queue. A good WMS polls Shopify, Amazon Seller Central (both .ca and .com), BigCommerce, and ERP systems frequently so the order is in the pick queue shortly after checkout. We run Datex Footprint for this. The routing engine reads the ship-to country and assigns the order to our Toronto-area facility (Canada-bound) or a US warehouse in our network (US-bound). Inventory levels push back to your store when the pick is confirmed, which prevents oversells during traffic spikes.
Orders are batched into pick waves based on carrier cutoff time. DTC same-day orders run first, B2B and retail run second. Each node runs its own waves on local cutoff windows.
A wave is a batch of orders released to the floor as a single pick task. We organize waves by carrier sweep time (Canada Post at 4:30 PM ET, Purolator at 5 PM, UPS Canada at 5 PM, FedEx at 5:30 PM ET) and by service level. DTC same-day orders run in the first wave because their cutoff is tightest. B2B and retail outbound run in later waves where the carrier sweep is later. Our US warehouses run the same wave logic on local PT or ET cutoff windows.
Pickers scan each item against barcode and bin location. A good WMS rejects mispicks before they reach the pack table. That is how an operator holds pick accuracy in the high-nineties across both nodes.
Picking is the moment a worker grabs the right SKU off the shelf for an order. A good WMS forces a barcode scan at every pick, comparing the scanned SKU against the order line. If they do not match, the system blocks the pick and routes the worker back to the correct bin. That double-check is what keeps a 3PL at high-nineties shipped-correct accuracy, and the same logic should run identically at our Toronto-area facility and our US warehouses.
Packers select carton, add inserts, generate carrier label, weigh, and tape. Each pack table runs a triple-check process before the parcel leaves the station.
At the pack station, the worker selects the right-size carton (we calculate dim weight to keep your shipping costs low), adds any inserts (thank-you cards, samples, marketing flyers you supply), prints the carrier label, weighs the parcel, and tapes. Three checks happen before the parcel leaves: SKU match, label match, and weight sanity check. If any fail, the parcel goes to a re-pack station before it ships. Canada-bound parcels ship from our Toronto-area facility; US-bound parcels ship from a US warehouse in our network, no cross-border parcel duty.
Parcels stage by carrier (Canada Post, Purolator, UPS Canada, FedEx, ICS Courier, USPS, UPS, FedEx at the US warehouse). Carrier sweeps happen at fixed daily windows. Tracking pushes back to Shopify and Amazon automatically.
Parcels stage in carrier-specific zones near the loading dock. Canada Post, Purolator, UPS Canada, FedEx Canada, ICS, and DHL each have their own daily sweep window with us at our Toronto-area facility; USPS, UPS, FedEx, and DHL operate the same way at our US warehouses. The moment a carrier scans a label at sweep, that scan event pushes back to your Shopify or Amazon order page so the customer sees a tracking number in real time. No manual tracking uploads, no end-of-day batch lag.
Inbound returns are received at the node closest to the customer (Toronto-area facility for Canada, a US warehouse for US), inspected against your disposition rules (restock, refurbish, scrap), and the result writes back to inventory. You get a daily returns report.
Returns come back to a dedicated returns dock at the node closest to where they shipped from. Our team inspects each item against your disposition rules (which you set during onboarding): restock if A-grade, refurbish if B-grade and re-label, scrap if damaged. The result writes back to your inventory in real time. Your refund logic can fire on any of three triggers (parcel scan-in, inspection pass, or restock complete) so you control whether the customer gets refunded fast or only after we confirm condition. Cross-border returns (US customer returning to Canada) carry their own duty considerations, and we coordinate with your customs broker on those.
Pricing reality
Most 3PL pricing comparisons get hung up on pick-and-pack rates, which are usually within a penny or two between providers. The real difference shows up in receiving, storage, and how exceptions are billed. Here is where to look:
| Cost area | How it's charged | What raises the invoice | What you must define |
|---|---|---|---|
| Receiving | Per pallet or per container | Mixed SKUs per pallet, no ASN, missing CUSMA paperwork on cross-border inbound | ASN format, palletization standard, CUSMA documentation responsibility |
| Storage | Per pallet / per cubic foot / month | Long-tail SKUs, slow-movers, packaging that wastes airspace | Storage type (rack vs floor vs bin), long-term tier breakpoints |
| Pick & pack | Per order, per item, sometimes per SKU | Multi-item orders with kitting, gift wrap, custom inserts | Standard SKU vs kit, included vs add-on packout steps |
| Carrier costs | Pass-through, sometimes with markup | Use of 3PL's carrier account vs your own, dimensional weight pricing, cross-border surcharges | Whose carrier account, who pays surcharges (residential, peak, customs broker fee) |
| Cross-border bulk transfer | Per pallet or per truck shipment | Frequency of Toronto-area-to-US-warehouse transfers, customs broker fee per shipment, Section 122 surcharge on non-CUSMA goods | Transfer cadence, CUSMA qualification per SKU, broker of record at the border |
| FBA inbound prep | Per unit prepped | Polybagging, FNSKU labels, bundle requirements, dual-FBA prep on Amazon.ca + Amazon.com | Prep scope, who buys polybags, which FBA codes you ship to (YYZ4 vs US codes) |
| Returns | Per return + handling | Inspection beyond visual, refurbishment steps, photos required, cross-border return paperwork | Disposition rules: restock / refurbish / scrap, photo requirements, cross-border return policy |
Failure modes
Five failure modes specific to LA-region fulfillment. Not generic 3PL problems. The ones that hit when port congestion stacks with peak-season demand and shared labor goes thin.
| Failure mode | Why it happens | How Vertex handles it |
|---|---|---|
| Cross-border parcel duty surprise | Section 321 suspended Aug 29, 2025; every commercial parcel from Canada now requires full customs clearance and (on non-CUSMA goods) a 15% Section 122 surcharge through Jul 24, 2026. | We route US-bound volume in bulk to a US warehouse in our network before the parcel ships, so the customs hit happens once at COGS rather than per-parcel at retail. CUSMA-qualified Canadian-origin SKUs ship direct from our Toronto-area facility without the surcharge. |
| CUSMA classification mismatch | Half of an apparel SKU set qualifies as Canadian-origin, half does not (imported zippers, foreign-made fabric); brand cannot tell which is which without a SKU-level audit. | We do not certify origin (your customs broker does), but we tag every SKU at receipt against your broker's certification and route CUSMA-qualified SKUs separately from non-qualifying ones, so you do not pay the 15% surcharge on goods that should ship duty-free. |
| Inbound takes 5+ days to pickable | Receiving team buried under stale POs, no ASN discipline, missing CUSMA paperwork on cross-border inbound, Hamilton port delays. | We enforce ASN format upfront, require CUSMA paperwork at receipt for cross-border inbound, and stage rail and road containers with chassis-stay programs so we are not waiting at the ramp. |
| Same-day cutoff slipping | Pickers shared with retail B2B during peak; carrier sweep moved up without notice (Canada Post and Purolator pickups during Q4 run earlier); winter weather closing 401 corridor. | We staff a dedicated DTC labor pool, lock carrier sweep windows in writing during onboarding, and pre-stage US-bound waves to a US warehouse in our network 24 hours ahead of forecast peak. |
| Border crossing delays during US holiday peaks | CBSA and CBP processing slow at Buffalo/Niagara, Detroit/Windsor, Sarnia, and Lewiston during BFCM and December US holidays; bulk transfer trucks sit at the border 8 to 24 hours. | A good cross-border 3PL pre-clears bulk transfers with PARS (Pre-Arrival Review System) on the Canadian side and ACE eManifest on the US side, holds relationships with multiple cross-border carriers, and times transfers ahead of forecast peak so US inventory is in position before the rush. |
When this isn't a fit
We are not the right 3PL for everyone shipping from Toronto. Here is the honest list of cases where you should pick someone else.
You ship under 200 DTC orders per month. Smaller Canada-only operators (ShipTo, ShipTop, Stallion) and 3PL match-services will run cheaper at your volume. We work best at 500 orders per month and up, or B2B and retail programs that justify dedicated handling.
Your demand is 100% Canadian and you do not want US fulfillment. We can run Canada-only out of our Toronto-area facility, but the dual-country infrastructure we charge for is wasted if you have no US volume; a Canada-only operator is cheaper.
Your demand is 100% US and you do not sell into Canada. Run inventory from a US 3PL in LA, Atlanta, or Memphis; routing through Toronto adds a customs leg with no upside.
You need walk-in retail or B2C drop-off in Toronto. We do not run customer-facing counters at our facilities.
You require unstable or undefined inbound (no ASNs, surprise containers, ad-hoc SKU labeling, missing CUSMA paperwork). We can onboard this, and we will quote with a higher cost-to-serve to match.
You need cold chain (frozen or refrigerated). Our Toronto-area facility runs ambient-only.
You need a CBSA-licensed bonded sufferance warehouse for duty-deferred storage (up to 4 years), re-export plays, or tariff-cycle timing. We are not a CBSA sufferance facility. For brands where the bonded math justifies the overhead, we point you to specialists like 3pl-toronto.com or 18 Wheels Logistics.
Reach from Toronto
From our Toronto footprint, your inventory reaches a defined 1-day and 2-day ground zone, plus cross-border to Canada through our Canadian network. No separate Canadian 3PL setup required.
1-day delivery
Ontario, Quebec, Buffalo and Western New York, Detroit and Southeast Michigan, Cleveland, Pittsburgh
2-day delivery
Most of the US Northeast and Midwest from US warehouses in our network, plus all major Canadian metros from the Toronto area
Cross-border to Canada
1 business day to Toronto and Vancouver via our Canadian network.
5 PM ET
Same-day cutoff
6.4M (GTA)
Metro pop served
3+
FBA codes routed
Comparison
A few honest comparisons. We're not the right fit for every brand shipping from LA, and where we're not, here's where we'd send you.
Toronto-area facility + 20+ warehouse US/Canadian network on one inventory pool
Inside Toronto proper (downtown, Scarborough, North York)
GTA West corridor (the 47% of GTA inventory that is the real market)
Toronto is one of 30-60 fulfillment centers (e.g., ShipBob, GoBolt)
GTA West facility, no US footprint
Vertex pricing
Pick-and-pack starts at $1.05 per DTC order. Everything else — receiving, storage, FBA prep, kitting, returns — is scoped to your SKU mix, channel set, and packout spec. Show us your current 3PL invoice and we'll tell you where we beat it, line by line.
Pick & pack
Per DTC order, standard SKU
from $1.05 /order
Everything else
Receiving, storage, FBA prep, kitting, returns, multi-channel routing — quoted on a call against your real order volume and SKU profile. We do not publish a per-pallet or per-cu-ft rate sheet because the honest answer depends on what you ship.
Bring your current invoice
Already at another 3PL? Send us your last three invoices. We will reply with a side-by-side and tell you whether we can beat it. If we cannot, we will say so.
What every brand gets
Bring your current invoice. We will reply with a line-by-line comparison.
FAQs about Toronto fulfillment
We operate in the Toronto area as part of our 20+ warehouse US and Canadian network. The footprint sits in the GTA West corridor that holds 47% of all GTA industrial inventory, positioned for Pearson YYZ cargo gates, Port of Hamilton, and 90-minute access to four major US border crossings. Downtown Toronto rates are not justified by the inbound geography.
Until August 29, 2025, you could ship $800-or-less DTC parcels from the GTA directly to US customers duty-free under Section 321. That ended. Every commercial shipment to the US now requires full customs documentation and duty payment, regardless of value. CUSMA-qualified Canadian-origin goods enter tariff-free, but non-CUSMA goods carry a 15% Section 122 surcharge through July 24, 2026. The credible workaround: bulk-import US-bound volume to a US warehouse in our network, fulfill domestic-US from there, ship only Canada-bound parcels from the Toronto area.
Orders placed before 5 PM ET ship the same business day from our Toronto-area facility (Canada-bound) or a US warehouse in our network (US-bound, after the bulk transfer routing decision). Orders after the cutoff ship the next business day. Saturday cutoffs are available on request for high-volume DTC programs.
Yes, both directions. We prep and route to Canadian FBA codes (YYZ4, YHM1, YTR1) directly from our Toronto-area facility, and to US FBA codes from a US warehouse in our network, on one inventory pool. FBA labeling, polybagging, and inbound shipment plans are included on both Amazon.ca and Amazon.com. We re-validate FNSKUs on a recurring cadence so spec changes do not cause inbound rejections.
You can, but post-Section-321 the per-parcel customs and Section 122 math is punitive on non-CUSMA goods. The right model in 2026 is to bulk-transfer US-bound inventory from the Toronto area to a US warehouse in our network (clearing customs once at COGS rather than per-parcel at retail) and fulfill domestic-US from there. We handle the bulk transfer, customs broker coordination, and CUSMA-aware SKU routing.
Yes. We arrange container drayage from Port of Hamilton (HOPA Ports moved 10.8M MT in 2025 across 592 vessels) direct to our Toronto-area facility, and coordinate Pearson YYZ air-freight pickup for time-sensitive imports (Pearson handled 441,500 MT in 2024, Canada's #1 cargo airport).
We do not certify origin; your customs broker does. What we do is tag every SKU at receipt against your broker's CUSMA certification and route qualifying SKUs separately from non-qualifying ones, so you do not pay the Section 122 surcharge on goods that should ship duty-free. For apparel brands with the Tariff Preference Level (TPL) quota, we coordinate with your broker on the quota allocation per shipment.
No. We are not a CBSA sufferance or bonded facility. For brands needing duty-deferred storage (up to 4 years), short-term release timing for unreleased imports, or re-export plays during a tariff cycle, we refer to specialists like 3pl-toronto.com or 18 Wheels Logistics. For most brands, the bonded overhead does not pay back; the dual-country bulk-import model we run is usually the cleaner answer.
We work best with brands shipping 500+ orders per month, ideally with 30% or more US order share to justify the dual-country infrastructure. Below 200 orders per month, smaller Canada-only operators (ShipTo, ShipTop, Stallion) will beat us on cost; we say so on the discovery call.
Standard onboarding runs 1 to 2 weeks: discovery call, integration setup (Shopify, Amazon.ca, Amazon.com, your ERP), CUSMA-tagging review with your customs broker, SOP design, and first inbound receiving. Brands with clean SKU data, a single sales channel, and CUSMA classifications already documented can be live in under a week.
No. We use service agreements, not contracts. You can pause, scale up or down, or move volume across our 20+ warehouse US and Canadian network without penalty. Termination is 60 days written notice.
Datex Footprint paired with TechDynamics. The combination gives us near-real-time inventory sync to Shopify and Amazon, barcode scanning at every pick, EDI-compliant retail outbound for B2B programs, and a routing engine that assigns each order to the right node (Canadian facility vs US warehouse) by ship-to country.
Returns are received at the node closest to the customer (Toronto-area facility for Canada, a US warehouse in our network for US) and inspected against your written disposition rules (restock, refurbish, scrap). The result writes back to your inventory in real time. You get a daily returns report. Refunds can trigger on receipt, on inspection, or on restock. Cross-border returns (a US customer returning to Canada or vice versa) carry their own duty considerations, and we coordinate with your customs broker on those.
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Ready to ship from Toronto?
Get a custom quote in 24 hours, based on your SKU mix, order volume, and Eastern Canada delivery needs. 5 PM ET cutoff. 24-hour receipt-to-pickable. No annual contract.
5 PM ET cutoff · 24h receipt-to-pickable · No annual contract
