Through our work to optimize supply chains, we have a unique view of how goods and commerce flow through our nation’s infrastructure and what impacts on time delivery and cost. In addition to weather and capacity disruptions, supply chains are also challenged by congestion on U.S. highways, rail hubs, and ports.
On behalf of supply chain professionals, I recently had the opportunity to share these insights with the U.S. Senate Subcommittee on Surface Transportation and Merchant Marine Infrastructure, Safety, and Security as they consider priorities and funding mechanisms for new infrastructure investments. Read More…
It’s something we’ve wondered about, along with our customers: do carriers reject multi-stop truckloads more than single-stop, or does it only seem that way? We decided to find out about this particular facet of transportation management. We worked with MIT graduate students, asking them to analyze 5 million truckload and multi-stop truckload tender records in our database. What we found provides valuable insights on the effect that additional stops have on price and service.
As companies expand globally through mergers or organic growth, many are faced with the decision of whether or not to combine logistics teams and apply a universal truckload procurement strategy across multiple regions. However, differences between markets do require adjustments. To obtain the most effective results, best practice requires adaptations to truckload procurement strategies. In this post, I’ll shed some light on the chief differences between Europe’s truckload procurement practices and those in the United States—and why it matters. 
Even in a down business year (e.g., 2008-2009) where transactional truckload shipments dropped by almost 80%, spot rates still cost more than contract rates. In your experience as a shipper, you may already have a general sense that combining and redefining some lanes—particularly low volume lanes—could help you find additional transportation cost savings. 
