Get Close to Your Customers Wherever They Are, and Whenever They Need You!

Our extensive Logistics Infrastructure enables us to provide you with the nationwide reach and capabilities that you need to achieve a local presence in virtually any market without making direct investments in your own infrastructure.

National logisitics company providing over 200 distribution centers, 70 forward stocking locations and 450 owned, co-located and agent partner logistics locations. With Over 450 Locations between our Agent Partners and directly owned facilities, 200 Distribution Centers and 70 Forward Stocking Locations; our clients can move materials from Anywhere in the US to Anywhere in the US, at Anytime; or establish close to customer stocking and re-supply services.

Our locations are strategically located to minimize costs and time to market. As a non asset based Logistics Group we can add centers as your geographical requirements change.

Our Distribution Centers have true warehouse capabilities:

Secure Access and Storage
Dock Height
Fork Lifts, Pallets and Racks
Climate Control

In addition we can provide Cold Storage Locations.

Our network of company owned offices, Agents, Distribution Centers and Forward Stocking Locations provides you one stop shopping for your Nationwide Logistics needs.

For more information and a no obligation consultation please Contact Us directly, or submit a Request for Consultation form.

Total Logistics Control

Faced with some combination of lower truck rates, increased speed, and increased reliability, firms will reconsider the amount of freight transportation they buy (see Box 2). In particular, this will take the form of reviewing basic logistics arrangements-number and spacing of distribution centers for example.4 If fewer, more widely spaced warehouses can serve the same set of retail outlets or customers, a firm will be able to reduce inventory costs and increase its sales. The reduced real cost of freight transport lets a company buy more freight transport and reduce its inventory costs, thus reducing total logistics costs even though spending more on transportation. The resulting efficiency gain results in reduced unit costs and increased output.
The statistical analysis that was conducted with a panel data set provided useful results for the trucking demand equation, but not for the trucking-rates equation. In the case of the trucking-rates equation, results from the panel data analysis showed that, other things being equal, increasing levels of congestion would reduce freight charges. Possible explanations for such counter-intuitive results include:
• Data availability problems: only Less-than-Truck-Load (LTL) rates were available on a time series basis;
• Data quality problems: large and seemingly inexplicable variations in congestion indices were found in HPMS; variations in segment length and segment selection were also found along some of the sample corridors;
• Specification problems: the freight rate equation we were trying to estimate does not explicitly account for the supply of truck shipping services in the sampled corridors. What the results may be capturing is the fact that highly traveled corridors are also those where competition among truckers is more intense, leading to lower shipping rates. Various measures of economic activity, and truck traffic itself, were used as explanatory variables in an attempt to control for such effects, but the results that isolate the effects of measures of highway performance on trucking rates were still counter-intuitive.
For example, as better infrastructure makes logistics advances possible, goods-producing firms often shift from operating their own transportation divisions to outsourcing much of their logistics; hence the new breed of specialized and fully integrated transportation and logistics providers (FedEx Freight, for example). These firms have been as important as the goods producers themselves in creating the drop in total logistics costs from 16 percent to 11 percent of GDP. In short, the benefit that needs to be measured is a previously ignored productivity gain to the economy arising from the adoption of advanced logistics. The incidence of such benefits (in the form of better profits and shareholder value) falls to both goods producers and the carriers that serve them.

Credits

For more details on Single Source Solutions, please click to the Solutions Section of our web site. You may also connect with us as shown on our Contact Page, or fill out the Request for Consultation form. One of our representatives will contact you within 24 hours to discuss your needs and potential solutions.

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