Car Shipping FAQs

Your assigned motor carrier physically transports the vehicle. Genius Auto Trans coordinates your shipment, checks the carrier’s operating authority and cargo insurance, and supports you from booking to delivery. The carrier is an independent business operating under its own authority and insurance. You can review our registration on the credentials page.

The motor carrier that had custody of the vehicle handles applicable transit damage claims under its cargo coverage. Report any damage on the delivery inspection, take photographs and contact our team for help reaching the carrier. Review the carrier's insurance certificate and your shipping agreement before booking.

Selection and verification. We check that the carrier holds active operating authority and cargo coverage before your vehicle is assigned to it — not after. On a market with over 10,000 carriers of widely varying quality, that filtering is the service.

As a private individual shipping your own vehicle, the assigned carrier’s cargo coverage is the primary protection for covered transit damage. Check its limits and exclusions against your vehicle’s value. For commercial shipments, discuss any additional requirements with your insurer.

It is the cargo coverage held by the motor carrier moving your vehicle, which protects against damage occurring while the vehicle is in that carrier's custody. It is not a policy you buy; it comes with the carrier.

Broadly, damage caused by the carrier during loading, transit and unloading — collision, fire, theft of the vehicle, and damage from carrier negligence. Specific terms, limits and exclusions are set by the individual carrier's policy, which is why you should request the certificate rather than rely on a general description including this one.

Consistently across the industry:

Personal items left in the vehicle. Carriers are not licensed to move household goods and cargo policies do not cover them. Take everything out. Pre-existing damage. Anything already on the vehicle at collection, which is exactly what the pickup inspection exists to record. Mechanical and electrical failure not caused by the transport itself — a battery that dies in transit, a pre-existing leak. Acts of God. Severe weather, flood, hail and similar events outside the carrier's control are commonly excluded. Normal exposure on open transport. Road dust, rain spotting and light dirt are expected on an open carrier, not damage. If that matters for your vehicle, enclosed transport is the answer.

That depends on the carrier's policy. Ask before booking, and ask us for the certificate if the answer matters to your decision.

Because it usually applies to the whole load. A cargo policy covers the trailer's contents, and a full open carrier may hold eight to ten vehicles. Competitors quoting a large headline figure rarely mention that it is shared. This is worth understanding before you compare two companies on their numbers.

Often not, and where it does it is usually secondary rather than primary. Many personal policies exclude the vehicle while it is in the custody of a commercial transporter. Call your insurer, describe the situation specifically, and ask whether the policy responds during commercial transport.

For a standard vehicle, the carrier's cargo coverage is normally the whole answer. For a high-value, classic or exotic vehicle it is worth reviewing the carrier's certificate against the vehicle's actual value and speaking to your own insurer about the gap. See exotic and luxury car transport.

Your vehicle does not need to be currently insured or registered by you to be shipped — it is being carried, not driven. The carrier's cargo coverage applies during transit regardless. If the vehicle is unregistered or non-running, tell us at quote stage, because it changes the equipment required.

For you, as the customer, there is normally no separate insurance line — cargo coverage comes with the carrier and is built into what you are quoted. Where a company offers supplemental protection as an add-on, that is a separate purchase and should be presented as one.

Indirectly. Carriers with higher limits and cleaner safety records often price higher, and enclosed transport costs more than open partly because it reduces exposure. What moves your quote overall is covered on FAQ — Cost & Pricing.

Before a carrier is assigned to your shipment, we verify its operating authority and active cargo insurance. The carrier’s insurance certificate is available on request.

Ask for the USDOT and MC numbers and check them in the public FMCSA SAFER system. Review the company’s operating status, authority type and any available safety information. Our registration numbers are USDOT 3674601 and MC 1274912.

A real operator has verifiable authority, gives you a quote for your specific shipment rather than an instant lowball, and does not need your phone number before it will speak to you. If a quote arrives dramatically below every other quote, that is usually a bidding strategy, not a price.

Yes, for the great majority of vehicles — it is how manufacturers deliver new stock to dealerships. The vehicle is exposed to weather and road spray, not to meaningful risk of damage. Where exposure is the concern rather than safety, that is the enclosed transport conversation.

Protection from weather, road debris and visibility. It matters for classics, exotics, custom paint and low-clearance vehicles, and much less for a daily driver. We will tell you which category your vehicle falls into rather than selling you the more expensive trailer by default.

It is the condition record for your shipment, signed at collection and again at delivery, and it is the controlling document if you ever need to claim. Damage not noted on it at delivery is significantly harder to establish afterwards.

Wash the vehicle before collection so the paint is actually visible. Be present at both ends. Photograph the vehicle from every angle with a date stamp — the carrier's record is not your only record. At delivery, inspect properly in good light before signing, and if there is new damage, write it on the paperwork. Do not sign clean and raise it later.

Nominate someone and brief them properly. They are signing the document that determines whether a claim is possible, so they need to know to inspect carefully and to write down anything they find.

Note the damage on the bill of lading at delivery, photograph it, and contact us. Claims are made against the carrier's cargo policy. The claims window and process are set out in our Terms & Conditions.

The trust questions above are easier to answer if you can see who you are dealing with. About Us sets out what we do and how. How It Works walks the process end to end. Reviews is what customers said afterwards.

A published rate is an average of shipments that already happened, on lanes that may look nothing like yours.

The variable it cannot see is lane density — how many carriers routinely run your specific corridor. Two shipments of identical distance, identical vehicle and identical dates can price very differently because one route has trucks passing constantly and the other needs a carrier to justify a detour.

That is why we quote your shipment instead of publishing a table. Not evasion — a table that does not know your corridor is not pricing your move.

Distance and lane density together. Distance sets the floor; density does the rest. Long hauls cost more in total and less per mile, and a short thin lane can cost more than a long dense one.

Vehicle size and weight. An SUV or full-size pickup takes more deck and more payload than a sedan.

Running condition. A vehicle that will not start, roll or steer needs a winch-equipped carrier — a much smaller pool and a different price. Tell us at quote stage, not on collection day.

Open or enclosed. Open transport shares a trailer across eight to ten vehicles and is the economical standard. Enclosed is a smaller carrier pool and prices for protection.

Timing flexibility. The largest lever you personally control. A pickup window of several days lets us source from every carrier running your corridor that week. A fixed date is what expedited shipping is priced for.

Season. Summer relocation, late-summer campus moves and the autumn and spring snowbird migrations tighten capacity on predictable corridors at predictable times.

Access at both ends. A full-size hauler cannot enter every street. Where it cannot, an accessible meeting point nearby often widens the carrier pool. See door-to-door transport.

Modifications. Lowered suspension, oversized tyres, roof racks and lift kits change how a vehicle loads and sometimes what it can load onto.

It depends on distance and lane density together, the vehicle's size and running condition, open or enclosed, how flexible your dates are, and the season. We price your actual shipment rather than publishing a figure that cannot know your corridor. A quote takes about a minute to request.

More in total than a short move and less per mile, and the corridor matters more than the mileage. A coastal-to-coastal run on a dense route can price better than a shorter journey into a rural area with few carriers passing through.

More than a running one, because it needs a winch-equipped carrier and that is a narrower pool. The three answers that decide the price are whether it rolls, steers and brakes.

Open transport, a flexible pickup window, booked outside the seasonal peaks, on a dense corridor. Those four cost you nothing to choose and together they do more for your price than any discount.

For the trade-offs and timing, see our guide to the cheapest way to ship a car.

Frequently because it is a bid rather than a price. A number set below what carriers will actually accept wins the booking, and then the load sits uncovered until the figure is revised. Ask what happens if no carrier takes the load at that rate.

Yes. Deck space and payload both matter, so a full-size pickup or three-row SUV costs more than a sedan on the same lane. Motorcycles, boats, RVs and equipment are priced differently again — see specialty transport.

Usually yes, per vehicle, on the same lane. Book them as one movement rather than two.

Door-to-door is our default rather than a surcharge. Terminal-to-terminal can price lower on some lanes, though the saving often disappears once you count two trips to a yard and any storage.

Generally outside the summer relocation peak and away from the autumn and spring snowbird waves. If your dates are flexible, ask us which week looks better on your corridor.

Possibly. Military and veteran, senior, student and car dealer are each 10%. Referral and government agents are arranged by phone. Mention it at quote stage, not after booking. All: Discounts.

An amount at booking and the balance at delivery, after you have inspected the vehicle. Methods and when a fee applies: How to Pay.

Cover is not sold to you as a line item. Every carrier we assign is required to hold active cargo insurance, and we will provide that carrier's certificate on request. More: Carriers, Insurance & Safety.

Tell us the vehicle, both cities and roughly when. That is enough to price it properly.

Or call (800) 780-1113 — answered 24 hours a day, seven days a week.

Wash the vehicle. Not cosmetic. The driver documents existing damage on the bill of lading with you present, and you cannot document a scratch through road dirt. A dirty car at pickup weakens your own record if you ever need to raise a claim.

Photograph it yourself. Dated, every angle, close on any existing damage, plus the wheels and the roof. The carrier's record should not be your only record. This takes five minutes and it is the single most useful thing you will do.

Leave roughly a quarter tank of fuel. Enough to load, move and unload; not so much that you are paying to transport weight. Fuel is heavy and every gallon counts toward the trailer's legal limit.

Remove all personal items. Federal regulation prohibits carriers from transporting household goods inside a shipped vehicle, and cargo insurance does not cover them. You will see companies advertise a weight allowance as a perk — our position follows the regulation, and our Terms make anything left inside your responsibility including any damage or fines it causes.

Disable toll tags and alarms. A transponder will bill you for every gantry the truck passes. An alarm that triggers in transit cannot be turned off by the driver.

Retract or remove aerials, spoilers and racks. Non-factory aerials that do not retract close to the body are excluded from cover under our Terms, as are add-on audio and video equipment. Removing them protects you and often saves deck space.

Note any leaks. Tell us at quote stage. A leaking vehicle can damage what is below it on the trailer, and our Terms exclude damage caused by leaking fluids.

Check tyre pressures and the battery. The vehicle needs to move on and off under control. A car that has been standing for months frequently will not start — tell us in advance and it is routine, discover it at the kerb and it is a problem.

Fold in the mirrors, and remove loose trim.

Have the keys ready — one set for the driver.

Be there, or nominate someone properly. You or an authorised adult must attend collection and delivery to inspect the vehicle and sign the bill of lading. Whoever attends is signing the condition record, so brief them to inspect carefully rather than sign clean.

Inspect in good light at delivery. This is the moment that decides whether a claim is possible. Damage must be noted on the bill of lading and signed by both the driver and you at delivery — raising it afterwards will not support a claim.

Wash it, photograph it from every angle with a date stamp, leave about a quarter tank of fuel, remove all personal items, disable toll tags and alarms, retract aerials and racks, and note any existing leaks or damage.

Around a quarter. Enough for loading and unloading, and no more — fuel is weight, and weight counts toward the trailer's legal limit.

No. Federal regulation prohibits carriers from moving household goods in a shipped vehicle and cargo insurance does not cover them. Under our Terms anything shipped without our knowledge is your responsibility, including damage or fines it causes.

So the condition inspection actually records something. Damage cannot be documented through dirt, and the bill of lading is the controlling record if you ever need to claim.

Yes. Dated, every angle, close on existing damage. It costs five minutes and it is your independent record alongside the carrier's.

You or a nominated adult, at both ends. The vehicle is inspected and the bill of lading signed each time.

Tell us at quote stage. A non-running vehicle needs a winch-equipped carrier, which is a smaller pool and a different price. It is routine — the problem is only discovering it on the day.

Yes. An alarm triggering in transit cannot be silenced by the driver.

Remove it or bag it. It will otherwise bill you for the truck's entire route.

Where you can. Non-factory add-ons are excluded from cover under our Terms and they add height, which occasionally matters.

The driver walks the vehicle and records existing damage on the bill of lading with you present. At delivery the condition is checked again against that record before you sign.

Considerably harder to resolve. Note it on the bill of lading at delivery, signed by both you and the driver, and contact us within 48 hours. Full process: Terms & Conditions.

You get a quote, book it, a vetted carrier is assigned, the driver collects the vehicle from your address and documents its condition, it travels on a trailer with other vehicles, and it is delivered to your destination address where the condition is checked again before you sign. You do not drive anywhere and you do not need to be at a terminal.

When you book, we match your shipment with a licensed motor carrier whose route, equipment and schedule fit your needs. We verify its operating authority and cargo insurance before assignment. Our team coordinates the booking and keeps you informed; the assigned carrier handles pickup, transport and delivery.

Booking takes minutes. Carrier assignment usually takes a few days depending on your lane. Transit depends on distance. Timing detail is on FAQ — Timing & Transit.

Vehicle year, make and model; whether it runs, rolls and steers; both locations; and the earliest date it is available. That is enough for a real quote.

Use the quote form or call (800) 780-1113. We quote your specific shipment. We do not publish a rate card, because a published rate cannot know your vehicle, your lane or carrier availability the week you ship.

Because some are prices and some are bids. A quote far below everyone else's is often a number designed to win your booking, after which the carrier cannot be found at that rate and the price moves. What drives a real quote is on FAQ — Cost & Pricing.

Carrier availability shifts week to week, so a quote reflects the market when it was given. If you are booking well ahead, tell us the timeline and we will be straight about what may change.

No. Payment terms are set out on How to Pay and in our Terms & Conditions.

We begin sourcing a carrier for your lane. Once one is matched and verified, we confirm your pickup window with you. You are not left guessing — if a lane is slow to cover, you hear that from us rather than discovering it.

By route match, equipment match and verification. The carrier must actually run your corridor, have the right equipment for your vehicle, and hold active FMCSA authority and current cargo coverage. Vetting happens before assignment. More on FAQ — Carriers, Insurance & Safety.

Not directly, but tell us your constraints — enclosed only, liftgate required, a specific delivery window — and those become sourcing requirements.

A range of days rather than a fixed date, because a carrier is routing multiple vehicles across a corridor. A wider window gives us more carriers to work with and usually a better price. If your date is genuinely fixed, expedited auto transport is the service priced for that.

One to two weeks is comfortable for most lanes. Book earlier for enclosed transport, for remote areas, and for the autumn and spring snowbird peaks, when capacity tightens sharply and predictably.

Exactly as above — the process does not change with distance. State lines are irrelevant to a carrier operating under interstate authority. What changes with distance is transit time and price. See state-to-state car shipping.

Book it to arrive after you do, and give a wider pickup window so the vehicle can be collected before you leave. Someone must be present at both ends, so if you are flying out first, nominate a person at the origin.

The 48 contiguous states and Washington, DC. Alaska and Hawaii are not served. Coverage detail on FAQ — Routes & Locations, Locations Hub and Routes Hub.

Yes, and those are usually easier than residential streets because they are built for truck access. We need the site contact and any release paperwork requirements.

Yes — you or a nominated adult. The vehicle is inspected and the bill of lading signed at collection. Whoever attends is signing the condition record, so brief them properly.

As close as a full-size hauler can legally and safely get. Where a street, driveway or local restriction makes that impossible, we agree a nearby meeting point in advance rather than on the day. See door-to-door auto transport.

The driver walks the vehicle and records existing damage on the bill of lading. Wash the car first so the paint is visible, and take your own dated photographs from every angle. The carrier's record should not be your only record.

Roughly a quarter tank of fuel, remove personal items, retract or remove aftermarket aerials and spoilers where possible, disable toll tags and alarms, and note any leaks. Full guidance on FAQ — Vehicle Preparation.

No. Carriers are not licensed to move household goods and personal items are not covered by cargo insurance. Anything left inside travels at your own risk.

You have a contact point for the duration and we can give you position updates. We do not promise live GPS on every shipment, because it depends on the individual carrier's systems and we would rather not claim capability we cannot guarantee.

It happens — weather, traffic, mechanical issues and regulated driver hours all move timing, none of which are within a carrier's control. Dates are estimates, not guarantees, and any company telling you otherwise on standard transport is overselling. We tell you when something changes.

The vehicle is inspected again against the bill of lading before you sign. Do this properly, in good light, and do not sign clean if there is new damage — write it on the paperwork at the point of delivery. This is the document that determines whether a claim is possible.

Considerably harder to resolve. Note it at delivery. Claims process is in our Terms & Conditions.

Routine, but it needs a winch-equipped carrier — a smaller pool and a different price. Tell us at quote stage whether it rolls, steers and brakes. Those three answers determine the equipment. See FAQ — Vehicle Types & Conditions.

On specialist equipment with dedicated tie-down points, not strapped to a car deck. See motorcycle transport.

Same principle — crated or on appropriate equipment, often alongside other units. See ATV & UTV shipping and FAQ — Specialty Transport.

Yes, and it is usually cheaper per unit on the same lane. Tell us at quote stage so it is sourced as one movement.

That is one of the most common reasons people use us. We collect from the seller, dealer or auction. Have the release details and the seller's contact ready.

The 48 contiguous states and Washington, DC.

Alaska and Hawaii are not served. Both require ocean freight, which is a different industry with different operators. We do not arrange international transport either — no Canada, no Mexico, no overseas, no container or roll-on shipping.

We say this plainly because several companies advertise mainland service alongside Hawaii, Puerto Rico or international shipping, and it is worth knowing before you request a quote rather than after.

The variable almost nobody explains is lane density — how many carriers routinely run your specific corridor.

A metro-to-metro run on a busy interstate has trucks passing constantly, so your load is easy to place and prices competitively. A route into a rural county, or across the grain of the major corridors, needs a carrier to justify a detour. That shipment can take longer to cover and cost more despite being shorter.

This is why a per-mile rate tells you very little, and why we quote your actual corridor instead.

What helps on a thin lane: a wider pickup window, flexibility on the exact address, and booking further ahead. Meeting a truck at an accessible point closer to a main route can widen the carrier pool considerably.

No — the 48 contiguous states and Washington, DC. Alaska and Hawaii are not served.

Both require ocean freight rather than road transport. It is a different industry, and we would rather tell you that than take a quote request we cannot fulfil.

No. Domestic road transport only, within the 48 contiguous states and DC.

Within the 48 contiguous states and DC, yes. State lines are irrelevant to a carrier operating under interstate authority — what varies is how many carriers run your particular corridor.

Almost always lane density. A shorter route with few carriers passing through can cost more than a longer one on a busy corridor, because someone has to be persuaded to make the trip.

Yes, and it typically takes longer to cover and costs more than a metro route. A flexible window helps considerably, and meeting the truck nearer a main route sometimes helps more.

Often not to the exact address. Dense urban cores commonly restrict commercial vehicle size, weight or hours, and a full-size hauler physically cannot manage many central streets. We agree an accessible meeting point in advance. See door-to-door auto transport.

Yes. See District of Columbia Car Shipping.

Request a quote with both cities. Route pages give background on individual lanes; the quote gives you the number.

Sometimes on the headline figure, though the saving often disappears once you count two trips to a yard and any storage. We can quote both.

With a car, we ask what it is and where it is going. With everything else, we ask for measurements — because the dimensions decide the equipment, and the equipment decides the price.

Which measurement matters depends on what you are moving, and it is rarely the one people lead with:

Boats — beam. The width, not the length, is what turns a routine load into a permitted oversize one. Heavy equipment — transport height. Height, not weight, is what forces the jump from a step-deck to a lowboy or removable gooseneck. RVs — height again, including roof air-conditioning and satellite domes. Owners lead with length because that is how RVs are sold. Motorcycles — whether it rolls, plus any fairing, sidecar or trike conversion that changes the footprint. ATVs, UTVs and golf carts — dimensions with accessories fitted. A plough, roll cage, lift kit or rear seat changes the load. PWCs — whether there is a trailer, and whether it is roadworthy.

Give us the numbers and the equipment question answers itself.

Yes — motorcycles, boats, RVs and campers, heavy equipment, ATVs and UTVs, golf carts and personal watercraft. Each travels on different equipment and each has its own page.

Usually, because the carrier pool is smaller and the equipment is specific. A car fits on any of thousands of standard multi-car trailers; an excavator or a wide-beam boat does not.

One exceeding legal limits for height, width, weight or length, which then needs permits and sometimes routed paths or escort vehicles. Thresholds differ by state, so we confirm what your specific route requires rather than quoting a general figure.

Permitting on an oversize move is executed by the assigned carrier. We coordinate it and tell you what your move requires and what is included before you book. We do not present it as an in-house service we supply ourselves.

Yes, across every category. It needs winching or lifting rather than driving on, which is a narrower pool of carriers and a different price. Tell us at quote stage whether it rolls, steers and brakes.

No. Road transport within the 48 contiguous states and Washington, DC only. No overseas, container, roll-on, Canada or Mexico shipping, and no Alaska or Hawaii.

Yes. A combined booking can simplify coordination and may cost less than separate shipments on the same lane. Tell us about both vehicles so we can check suitable equipment and availability.

It depends on the vehicle. For motorcycles, enclosed is the usual recommendation because so little of a bike is protected. For golf carts it matters more than people expect — a cart is not built for sustained highway airspeed, and wind damage is commonly an insurance exclusion. For boats and heavy equipment, enclosed is generally not applicable.

Earlier than for a car. Specialist equipment is a smaller pool, and permitted loads need lead time on top.

No, in every category. Federal regulation prohibits carriers from moving household goods in a shipped vehicle and cargo insurance does not cover them.

The assigned carrier holds the cargo insurance that applies, and we provide its certificate on request. On high-value items, read the certificate against actual replacement value before shipping.

Motorcycle Transport · Heavy Equipment Transport · Boat & Yacht Transport · RV & Camper Transport · Golf Cart Shipping · ATV & UTV Shipping · Jet Ski & PWC Shipping · Open Auto Transport · Enclosed Auto Transport · Door-to-Door Auto Transport · Expedited Car Shipping · Exotic & Luxury Car Transport · Seasonal / Snowbird Relocation · State-to-State Car Shipping · Motorcycle Transport Florida · Heavy Equipment Transport Texas · Heavy Equipment Transport Houston · Boat Transport Florida · Motorcycle Transport California

Everything we arrange: Services Hub · Core hub: Car Shipping (core hub)

Two separate clocks run on every shipment, and people conflate them.

Time to cover the load. From booking until a carrier accepts your vehicle. This is where nearly all the variation lives. On a dense corridor it can be quick; on a thin lane a carrier has to justify the detour, and that takes longer. Nothing about your vehicle changes this — it is entirely about how many trucks run your route.

Time on the road. Once loaded, transit is governed by distance and federally regulated driver hours-of-service limits. A driver cannot legally drive more hours to make up time, which is precisely why nobody can honestly guarantee a delivery date.

So when a company quotes you a transit time, ask which clock they are describing. The second one is fairly predictable. The first one is the answer you actually need, and it depends on your corridor.

Our Terms & Conditions state it plainly: pickup and delivery dates are estimates, and no guaranteed date is offered.

We provide an estimated pickup window and transit time, and explain what could affect them. Dates are estimates: weather, traffic, mechanical issues and regulated driver hours can change the schedule. Our team will help you plan around those variables and keep you informed of changes.

Give a wide pickup window. The single biggest lever. A range of days lets us source from every carrier running your corridor that week rather than the few free on one date.

Book ahead of the peaks. Summer relocation, late-summer campus moves and the autumn and spring snowbird waves tighten capacity on predictable corridors at predictable times.

Choose open where you can. Open transport has far more trucks available than enclosed, so it covers faster.

Be reachable and be ready. The carrier gives 3 to 24 hours voice notification before delivery. A missed call costs a day.

If the date genuinely cannot move, say so at the first conversation — that is what expedited shipping is priced for, and it works by making your load the one a driver takes first.

It depends on your corridor and on how quickly a carrier accepts the load. We give you a realistic window for your specific route when we quote it, rather than a national average that cannot know whether your lane is busy or thin.

Because carriers are subject to weather, traffic, mechanical issues and federally regulated driver hours, none of which are within their control. Drivers cannot legally drive longer to catch up.

A range of days rather than a single date, because a carrier is routing several vehicles across a corridor. A wider window gives us more carriers to work with and usually a better price.

It mostly shortens the wait for pickup, not the drive. Paying more raises what the carrier is offered so your load outbids competing loads for a driver already running your route. Once loaded, distance and driver hours govern the rest.

Often longer to book, because enclosed carriers are a much smaller pool running fewer lanes. Transit itself is comparable.

We tell you rather than going quiet. Delays from driver availability, weather and road conditions are expressly not compensable under our Terms, which is the industry norm and the reason flexibility is worth building in.

Generally outside the summer peak and away from the snowbird waves. If your dates are flexible, ask us which week looks better on your corridor.

One to two weeks is comfortable on most lanes. Book earlier for enclosed transport, remote areas and seasonal peaks.

Sometimes, on dense corridors with a carrier already nearby, and never as a promise made in advance. Tell us your deadline and we will tell you quickly whether it looks achievable.

In transport, a haul truck is the tractor unit that pulls a loaded trailer — the powered vehicle rather than the deck your cargo sits on. In mining and construction the same phrase means something different: a very large off-road dump truck that never leaves the site. If you are shipping a vehicle, the first meaning is the relevant one.

A full-size tractor and multi-car trailer combination is long enough that it cannot legally or safely enter many residential streets, which is why a meeting point is sometimes needed. Sizes vary by configuration, so we do not publish dimensions — what matters for your shipment is whether the combination can reach your address, and we check that before dispatch.

A lowboy is a trailer, not a truck. It has a dropped well between the gooseneck and the rear axles, giving a much lower deck height than a flatbed. That extra clearance is what allows a tall machine to travel within legal height limits. See heavy equipment transport.

It depends entirely on the load's height, weight, width and length. A flatbed suits low compact machines, a step-deck buys height, and a lowboy or removable-gooseneck trailer handles the tall and heavy end. There is no single best answer, which is why we ask for four measurements before quoting.

An open multi-car trailer in most cases — the same equipment manufacturers use to deliver new stock. Enclosed transport uses a covered trailer with walls and a roof for high-value, classic and low-clearance vehicles.

Yes, with a winch-equipped carrier. It is a smaller pool and a different price. Three answers decide the equipment: does it roll, does it steer, does it brake. Tell us at quote stage rather than on collection day.

Yes, and it usually needs a liftgate-equipped trailer rather than ramp loading. Ramp-loading a low car is how front lips get destroyed and it is entirely avoidable. Give us the ground clearance figure. See exotic and luxury car transport.

Larger vehicles take more deck and more payload, and price accordingly. Lifted trucks, dual-wheel pickups and long-wheelbase vans all need checking against trailer limits before booking.

Yes. EVs are heavier than they look and have specific tie-down points and state-of-charge considerations, so tell us the model.

Not necessarily, though it is worth considering. A soft top in poor condition, or an older cloth or vinyl top, is more vulnerable to weather and road debris — and our Terms exclude damage to tops over a certain age. If the top matters, enclosed removes the question.

Yes, and typically enclosed with soft tie-downs, often with a winch if it does not run. See exotic and luxury car transport.

Retract or remove what you can. Non-factory aerials and add-ons that do not retract close to the body are excluded from cover under our Terms, so removing them protects you as well as saving space.

Yes, and on the same lane it prices better per unit than separate bookings.

Each has its own equipment and its own page — see specialty transport.

For RVs, see our guide to how motorhomes and travel trailers are moved—driven, towed or hauled—and what to measure first.