Capital for carriers
that keep moving.

Trucking is the most cash-intensive small business in America. Diesel hits the card before the load delivers. Maintenance shows up the morning a unit is supposed to leave the yard. Detention dollars take three months to collect, if they ever do. Brokers stretch payment terms to 30, 45, or 60 days while the bills they cover stack up the same week. Most carriers run a perpetual cash float that swings six figures in either direction. We exist so that float never breaks.

The bank product for trucking is a secured equipment loan against a titled tractor or trailer, and for steady-state replacement of units it works fine. Everything else — fuel float, deferred maintenance, payroll between settlements, factor true-ups, IFTA, insurance escrows, the down payment on the next four units — sits outside what a bank will touch. Even the SBA, which on paper loves trucking, can take 60 to 120 days to fund and demands collateral well outside the rolling stock. Goliath underwrites from cash flow alone and structures around the weekly payment rhythm that actually defines a trucking business.

What we fund inside a carrier

Fuel float across the operating week and quarter. Per-diem and driver pay during a slow freight cycle. Major repairs to engines, transmissions, and DPF systems. Tires and brake work across the fleet. ELD and dashcam fleetwide rollouts. Insurance escrow deposits and bond requirements for new authority lanes. Cash down payments on new and used tractors and trailers, with the title lender carrying the balance. Buyouts of leased equipment hitting end-of-term balloons. Acquisitions of failing competitors and their book of broker relationships. Authority expansion into new operating regions. Payroll bridges through a slow January. IFTA quarterly true-ups that arrive on top of a soft month.

What sets our underwriting apart

We read trucking bank statements every day. We know that a $40K deposit from RTS on a Thursday is normal, that a $12K Comdata fuel debit on Tuesday is normal, that NSF activity around quarterly tax payments is normal, and that the same carrier can look great one month and rough the next and still be a healthy business. We don't decline carriers because their statements look like carriers. We don't ask for tax returns, factored A/R agings on smaller deals, or financial statements. We don't notify your factor, your broker, or your equipment lender. The capital arrives quietly and goes to work the same week.

A trucking bank statement looks unlike any other small-business statement. Deposits arrive in irregular clusters from a handful of factors, brokers, and direct shippers. Outflows spike around fuel reloads, insurance premium payments, IFTA quarterly settlements, and major repair invoices. ACH debits from a dozen software platforms — ELDs, load boards, accounting tools, settlement platforms — show up like a subscription budget. Generic underwriting algorithms read this profile as chaos and decline. Our underwriters read the same profile as a healthy operating carrier and structure to it.

The strongest carrier files share a few signatures: a recurring set of factor or broker deposits with a consistent floor, settlement cycles that match a stated dispatch cadence, fuel-to-revenue ratios in the expected band, and an NSF count that stays in the low single digits even during quarterly tax timing. We can underwrite around messier files too — owner-operators in their first year of authority, carriers carrying a balance with a previous funder, carriers mid-IRS payment plan. What we can't do is underwrite without the bank statements. Everything starts there.

Trucking segments we fund every week

Long-haul OTR carriers running dry van across the lower 48. Regional dry van and reefer carriers operating dedicated lanes. Flatbed and step-deck carriers in oilfield, steel, and construction markets. Tanker carriers in petroleum, food-grade, and chemical hauling. Hotshot operators running Class 3 and Class 5 trucks with gooseneck trailers. Intermodal drayage operators at major ports. Last-mile delivery carriers running Amazon DSP, FedEx Ground ISP, and independent residential delivery. Heavy-haul and oversize operators with specialized permits and routing. Auto haulers and equipment movers. Small fleets and single-truck owner-operators in any of the above categories.

Common trucking funding scenarios

A tractor throws a turbo at a truck stop on a Thursday and the repair quote is $14K. We've wired the funds the same afternoon so the unit is back on the road Saturday. A broker payment delays two weeks past terms and payroll runs Friday. We've bridged exactly that gap many times. A used tractor comes up at a $20K discount but the seller wants cash by Tuesday. We fund the down payment and the title lender carries the rest. A competitor with eight units and three good broker relationships agrees to a fire-sale acquisition that closes in two weeks. We fund the working capital that lets you absorb the equipment and the freight at once.

The shape of the work is always the same: capital that arrives faster than the opportunity moves, sized to fit, structured to retire as the revenue comes in. Trucking businesses that scale are the ones with capital infrastructure tuned to the freight cycle. That infrastructure is what we provide.