Improved Reliability
Dedicated capacity reduces service interruptions and missed dispatches.
Contracted Logistics - Dedicated Capacity, Predictable Performance
Secure vehicle capacity with service-level accountability across lanes and routes.
Spot Capacity Creates Delivery Volatility
Dependence on open market vehicles introduces price spikes and unreliable transit outcomes. Contracted logistics with fixed governance improves predictability, compliance, and cost control.
Our Contracted Logistics Model
1
Lane and Demand Analysis
Model volume patterns, route behavior, and SLA targets.
2
Capacity Allocation
Deploy dedicated fleet mix aligned to route and load profile.
3
SLA Monitoring
Track on-time dispatch, transit adherence, and POD closure.
1
Lane and Demand Analysis
Model volume patterns, route behavior, and SLA targets.
2
Capacity Allocation
Deploy dedicated fleet mix aligned to route and load profile.
3
SLA Monitoring
Track on-time dispatch, transit adherence, and POD closure.
Cost Stability
Contract structures reduce market volatility exposure.
SLA Governance
Continuous lane-level tracking with escalation controls.
What you are actually buying with a contract
There are two different things commonly called a transport contract, and confusing them is the most frequent cause of disappointment. A rate contract fixes the price you pay when a vehicle is provided. A capacity contract commits the vehicle.
A rate contract protects you from price volatility but not from availability. In a tight market you still compete for trucks, just at an agreed price. A capacity contract commits dedicated or dedicated-equivalent vehicles to your lanes, which protects the schedule as well as the rate, and costs more because someone is carrying the utilisation risk.
Which one is right depends on how much a missed pickup costs you. If a late inbound stops a production line, you are buying capacity. If a late outbound simply moves a delivery to the next day, a rate contract may be entirely adequate.
How a contracted rate is built, and what moves it
Understanding the cost elements makes rate discussions considerably shorter, because it becomes obvious which variables are negotiable and which are not.
Fuel, tolls and driver cost are largely market-set; no operator can discount them away for long. Vehicle cost per trip depends on the vehicle type and its assumed utilisation. Empty running, the distance a vehicle covers with no revenue load, is the element most within joint control and often the largest single lever available.
That is why lane design matters more than rate negotiation on most networks. A round trip with a return load costs materially less per tonne-kilometre than two one-way movements, and pairing your outbound with someone else's inbound is usually a bigger saving than anything achievable by pushing on the rate card.
- Vehicle cost per trip, driven by type and assumed utilisation
- Driver cost, including statutory rest and night-running allowances
- Fuel and tolls, essentially market-set
- Empty running, the largest element normally open to joint improvement
- Detention and waiting time, which is usually a function of your dock, not the carrier
Transport Control Stack
Route PlanningTrip TrackingPOD WorkflowSLA Dashboard
High lane volatility from ad-hoc vehicle sourcing.
17% Transport Cost Improvement
Dedicated lane contracts improved reliability and reduced exception-driven costs.
Read Full Case StudyFrequently Asked Questions
Yes. Contract design can include baseline volume with surge bands.