Tow-away transport is a shipping method where a commercial truck hooks directly to a trailer or vehicle that already has its own wheels and hitch and tows it door to door. Instead of loading the unit onto a deck, the carrier simply couples up and pulls it behind the truck for the entire route. It's a common method across Canada for units built to be towed on public roads, from small utility trailers to full-size fifth wheels. Because the unit supplies its own wheels, bearings, and braking system, tow-away shipping skips the loading and unloading process that flatdeck transport requires.
What It Means in Practice
For a unit to move tow-away, it has to be genuinely roadworthy at highway speed, not just roadworthy in a driveway. That means working lights and signals, tires with legal tread and correct inflation, bearings and hubs that are packed and quiet, functioning brakes on trailers equipped with them, and a coupler and safety chains rated for the trailer's loaded weight. When all of that checks out, tow-away is usually the cheaper and faster option compared with flatdeck transport, since no crane, ramp, or deck space is needed and the truck can often tow more than one unit in tandem on a single route.
Typical tow-away units include travel trailers, fifth wheels, cargo trailers, and boats already sitting on their own road-legal trailer. This is the same underlying method used for most RV shipping and camper and fifth wheel shipping jobs, since these units are designed from the factory to be towed on the highway rather than lifted onto a deck.
When It Matters for Your Quote
Tow-away stops being the right answer the moment the running gear can't be trusted at highway speed. Bald or dry-rotted tires, worn wheel bearings, a bent axle, a cracked or rusted coupler, or brakes that don't engage properly all rule it out. So do situations where towing itself would void an insurance policy or stress a structural weak point, such as a trailer frame with prior collision damage. Shippers are expected to disclose the trailer's age, tire condition, last bearing service, hitch type and rating, and any known mechanical issues before booking — this is exactly what a carrier checks before agreeing to tow-away and quoting a rate.
| Factor | Tow-Away | Flatdeck |
|---|---|---|
| Unit condition required | Must be road-legal and roadworthy | No roadworthiness needed |
| Loading method | Hitched and towed | Loaded onto a deck |
| Typical cost | Generally lower | Generally higher |
| Best for | Trailers, RVs, boats on trailers | Damaged, oversize, or non-towable units |
If a boat is not already sitting on a road-worthy trailer, it usually needs to move on a deck with a proper cradle plan instead, which is why boat and trailer shipping quotes always start with a question about the trailer's own condition.
Related Terms and Services
Tow-away is one of several methods carriers use depending on the unit and its condition. For a closer look at deck-based alternatives and how they differ, see flatdeck vs step deck. Other popular routes and reference pages worth checking include RGN lowboy trailer, beam width, and oversize load permit, which cover related equipment and permitting questions that sometimes overlap with tow-away bookings.
Frequently Asked Questions
Is tow-away the same as flatdeck shipping?
No. Tow-away pulls the unit on its own wheels. Flatdeck carries the unit on a truck deck. Tow-away needs a road-worthy trailer; flatdeck does not.
When is tow-away not appropriate?
When tires, bearings, brakes or the hitch are unsafe for highway speed, or when the unit should not be towed for insurance or structural reasons.
Can a boat ship tow-away?
Yes if it is already on a road-worthy trailer with a legal coupler. Otherwise it moves on a deck with a cradle plan.