$1,050 to $1,150 for an operable mid-size car on an open trailer, over 790 miles and two to four days on the road. That is a measured figure taken from real loads on this corridor rather than a national estimate, and it is current as of September 2026.

Effectively yes. Manhattan, Brooklyn, Queens, the Bronx and Staten Island all price in the same band on this lane. What changes between them is access on collection day rather than the number, and we sort that out when you book.

Because the price follows the end you start from more than the end you finish at. Chicago is one of the densest freight origins in the country, so leaving it is easy and cheap. New York is the opposite. Same 790 miles, two quite different jobs for a driver.

Six of the seven Class I railroads meet there and the interstate network converges on it, so there is an enormous amount of equipment moving through at any moment. A carrier loading in Chicago is rarely running empty to reach your car, and that shows up in the price.

Volume of traffic, restricted streets, and the time it takes a driver to get in, load and get out again. None of it is dramatic, and it is all routine for carriers who work this city. It simply costs more of a driver's day than a Chicago pickup does, which is why the westbound run prices above the eastbound one.

Only if that is the trip you actually need. We are not suggesting you reverse your move to save money. The useful version of this is narrower: if you are shipping a car INTO New York from Chicago, you are on the cheaper side of the corridor, and it is worth knowing that is normal rather than a special offer.

It often does, and we would rather tell you than not. A driver can stage along the Turnpike and load without a bridge, a tunnel or a city permit, which makes a New Jersey handover a simpler job. If a friend or a relative on that side could hold the car for a day, mention it when you call and we will price both.

Because a good part of any move is fixed. Loading, securing the car, the condition report, the paperwork and the driver's time at each end are the same whether the trip is 300 miles or 3,000. Only the driving scales with distance, so a short lane carries the fixed part over fewer miles.

Two to four days once the car is loaded. It is one long day of driving for a car and rather more for a truck, because federal rules cap a driver's hours and he has eight or nine other vehicles to deliver along the way.

Two stages added together. Your collection window is six days from the date you name on a standard order, or three on expedited. Then two to four days on the road. So a week to ten days of notice covers this lane comfortably.

The driver is carrying eight or nine other cars, each with its own drop, and federal hours rules limit how far he gets in a day. Naming an exact hour before the car is loaded would mean inventing one. You get a dependable range, then a call as he nears Chicago.

Sometimes. Expedited narrows the collection window from six days to three, and on a trip where the road is only two to four days that window is a large share of your total timeline. So it does more here than it would on a cross-country run.

Give us the pickup address and the delivery address rather than just the two cities, plus the year, make and model and whether the car runs. That is about ninety seconds of detail and it is the difference between the band on this page and a figure we will hold.

The city itself and the whole metro: Naperville, Downers Grove, Melrose Park, Oak Park, Evanston, Schaumburg, Arlington Heights, Aurora, Joliet, Elgin, Skokie and Cicero among them. Suburban addresses are usually easier for a carrier than downtown ones.

Not usually to the door, and there is a straightforward answer. We agree a workable spot nearby when the order is booked, at no extra charge, and the driver has it planned before he sets off. A wider cross street or a lot a few minutes away does the job.

Bring the car out to street level and we will take it from there. A car carrier cannot enter a parking structure, and most have height limits well under what the truck needs. If the car lives in a garage, plan on driving it out to the meeting point on collection day.

Same lane and usually an easier collection. Long Island, Westchester, Rockland and the northern New Jersey suburbs all sit on this corridor, and the wider streets and driveways out there make the pickup simpler than a Manhattan one.

We do, with the same approach as the New York end. The Loop and the denser North Side blocks are hard for a seventy-five foot rig, so the driver calls ahead and you agree somewhere close by with room to unload. It is routine on this corridor.

Summer is the busiest stretch nationally and this lane follows that. It also picks up around the start of the academic year, given how many universities sit at both ends. Book a week or two ahead in those periods and the rest of the year is comfortable.

Occasionally, and it is planned around rather than ignored. Lake effect snow and ice can push a collection or a delivery by a day. Drivers who run this corridor in January know it well, watch the forecasts and call you rather than press on through it.

It is about thirteen hours of driving each way. If you are making the trip anyway and the car runs, driving is a fair option. Shipping earns its place when getting back is the problem, when nobody is riding along in the car, when you have two vehicles and one driver, or when you bought it remotely.

They can, and two vehicles from one New York address usually cost less each than two separate bookings. The driver is doing far less work for the second car and that belongs in your price. Tell us about both at the outset and we will quote it as one job.

Yes, and it is routine. It needs to roll, steer and brake so a winch can bring it onto the trailer, and the carrier needs winch equipment, which not every truck has. There is no flat fee. Allow from about $200 upward on top of the normal price and mention it at booking.

Comfortably, and they run this corridor constantly. Extra height, extra width or a lift kit changes how many other vehicles can share the deck, so the price moves with that. Send the year, make, model and any modifications and we will quote it right first time.

It runs about 80 percent more than open, so the car decides. For a classic, something low to the ground or fresh paintwork it is money well spent. Road salt on both ends of this corridor in winter is a second fair reason to raise it.

Wash it so the condition report is easy to read, leave about a quarter tank of fuel, take out the toll transponder, clear anything loose from the cabin, fold the mirrors and photograph any marks already there. Keep a spare key to hand.

Keep it light and low. Around a hundred pounds in the trunk is the usual ceiling. Personal effects sit outside the carrier's cargo policy, which insures the car, and extra weight counts toward the trailer's legal limit. Nothing valuable, nothing fragile.

Carrier Cargo Insurance, held by the trucking company assigned to your vehicle rather than by us. It is live from the moment the car is loaded in New York until it comes off in Chicago. We hold the certificate as soon as a carrier accepts and it is yours to see on request.

No. The driver who loads it in New York is the one who unloads it in Chicago, with no depot stop and no second company halfway. Handover points are where most damage claims in this industry begin, so the trip does not contain one.

Easily, and plenty of people arrange it that way. Add them to the booking with a cell number and they carry the same authority you would, signature on the condition report included. Pick someone who will walk round the car properly.

No outbound sales calls from us, and your details go to nobody else. We will be in touch about your own order, meaning the driver's timing, the collection and the delivery. If you would rather have all of it by email, just say so.