IndustriesLogistics & Freight
You do not
run a fleet.
You run a
portfolio.
Lanes are positions. Some fund the network, some are held out of habit, and one or two are quietly financed by the others. FlowZa prices each one from real postings, which is the only way to tell them apart.
Lane economics
Select a lane.
Decide what to do
about it.
A network review usually compares lanes on revenue, which rewards whichever one moves the most boxes. Ranking on contribution changes the answer, and ranking on contribution per unit of scarce capacity changes it again.
Cost per load here is built from posted fuel, driver hours, tolls, subcontractor invoices and detention actually incurred — not from a standard cost per kilometre applied after the fact.
LANE · RUH→DMM
Riyadh → Dammam
Highest volume, thinnest margin. A two per cent rate rise here is worth more than winning an entire new lane, and is far easier.
Working capital
You pay for the load
seven weeks before
you are paid for it.
Fuel and drivers are settled within days. Customers settle on terms. The gap between the two is the single largest call on cash in most freight businesses, and part of it is self-inflicted.
The six days are the recoverable part. Proof of delivery captured on the driver’s phone at the point of handover raises the invoice the same day, and the terms clock starts six days earlier on every load — which on this network is roughly one full week of revenue permanently released from working capital.
Detention billed by default
Arrival and departure events start and stop the clock against contracted free time. Detention that would otherwise be waived through embarrassment appears on the invoice automatically.
Accessorials do not go missing
Waiting time, extra drops, re-delivery and out-of-hours charges attach to the movement as they happen. Most freight businesses lose more here than on rate negotiation.
Carrier settlement matches customer billing
Both derive from the same movement events, so a subcontractor cannot be paid for a leg that was never billed to the customer.
Fuel indexed on the movement date
The surcharge recalculates against the published index automatically, which removes both the manual lookup and the argument about which week applied.
Empty running
The kilometres nobody is paying for
Empty legs are not a planning failure so much as a visibility failure — the backhaul exists, but not in a place the planner can see it while the decision is still open.
Backhaul offered, not searched for
A unit due to return empty is matched against open freight on adjacent lanes and surfaced to the planner with the margin already calculated.
Own fleet against buy rate, honestly
Because own-fleet cost is assembled from real driver, fuel and maintenance postings, the make-or-buy decision compares like with like instead of comparing actuals against an assumption.
Subcontractors
Half your fleet belongs
to someone else.
A carrier is a party, not a spreadsheet
Rate agreements, insurance expiry, licence validity, performance history and settlement all hang off the same record the finance module pays. There is no separate vendor list to keep in step.
Compliance blocks dispatch
An expired certificate prevents assignment rather than surfacing during an audit. The check happens where the risk is taken, not where it is reported.
Performance priced into the choice
On-time delivery, claims and detention history are attributes of the carrier record, so the cheapest quote is visibly not always the cheapest outcome.
Self-billing where it helps
Settlement statements can be generated from movement events and sent for carrier confirmation, which removes most invoice-matching work on the buy side entirely.
Questions freight operators ask
How is this different from the LogisPro product page?
LogisPro is the operational product — the load board, dispatch, settlement. This page is about the commercial shape of a freight business: which lanes to hold, what the cash cycle costs, and where the network leaks. Same platform, different question.
We already have a TMS. Why change?
Most transport management systems plan movements well and then export to finance. That export is where lane profitability goes to die, because cost arrives days later and gets allocated rather than attributed. If your TMS can tell you the true margin on a specific load before it invoices, keep it.
Do you support customs and cross-border documentation?
Documents attach to the movement and to the party, with the checks that block dispatch configurable per corridor. Filing to a specific customs regime is handled through the relevant integration rather than reimplemented, and border dwell feeds the arrival estimate.
Can we run this alongside our current system during transition?
Yes, and most operators do for one or two billing cycles. Both systems process the same movements and the settlement figures are compared until they agree, which is also the fastest way to discover what the incumbent has been quietly getting wrong.