BroadRange Logistics @BroadRange3PL

For every supply chain, or packaging, or shipping challenge, there will always be equal and opposite innovation that takes on fundamentals of the warehousing and shipping industry. This company has figured out how to make a couch roll into a tight spiral, taking up 1/4 the space

dr. serkan j. inci @srkninci

2 years ago

Çinliler, koltuk olayını da çözmüşler. Kemiksiz koltuk diye, kutulara sıkıştırılıp paketlenen koltuklar yapıp Amerika’ya yolluyorlar. Lojistik maliyeti düşüyor, maliyet ucuzluyor.

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AI will keep reshaping this industry from the top of that chart down. The least it can do help make your invoice make sense.

A new Global Supply Chain Council (GSCC) chart on AI exposure, put our corner of the industry dead last. Logistics and warehousing operations came in at 35%, the least automatable work on the board. That makes sense.

Opaque invoices, surprise accessorials, charges nobody can explain at month-end, none of that is necessary, it has just become standard. We think clear billing should be the easy part.

So if invoicing is 80% automatable, why is a 3PL invoice still one of the hardest documents to read in your whole operation? The honest answer is that it isn't a technology problem. The tools to make billing completely clear have existed for years.

But look one row from the top. Procure-to-pay and invoicing sits at 80%, second only to spend analysis. Billing is one of the most automatable things in all of supply chain.

You can't AI your way around a loaded trailer or a rack that has to physically move across a floor. The hands-on work still needs people who know what they're doing.

You need to know that I love it here! When the inbound is flowing, the aisles are clear, and every pallet is exactly where it's supposed to be.

Hopefully we can help you understand. And if there's something you're trying to figure out, send it over, we'll dig into that next.

Why is it so hard to get a straight answer about the biggest story of the decade? Reshoring and nearshoring are reshaping North American manufacturing. The Reshoring Initiative projects roughly 240,000 manufacturing jobs were reshored or tied to foreign investment in 2025.

That's something we want to help with. We track reshoring and nearshoring closely and publish what we find in plain language: where production is really moving, what the numbers say, what the 2026 USMCA review could change, and the mistakes companies keep repeating as they shift

So you'd expect clear, trustworthy analysis everywhere you look. Instead it's mostly noise: vendor pitches dressed up as research, headlines that contradict each other, and very little that actually helps you understand what's happening or what it means for your supply chain.

Put simply, about three-quarters of US manufacturers are now somewhere in the reshoring process. Already moved, or actively planning it.

Mexico's manufacturing exports to the US have climbed about $150 billion since 2021, to around $535 billion. And tariff-driven reshoring decisions jumped more than 450% in early 2025 compared to a year earlier.

You shouldn't have to sign a long, rigid contract with your fulfillment partner just to get stable capacity. Flexibility in who you work with is how you protect flexibility in how you ship.

For the first time in a while, spot rates are running higher than a lot of shippers' contract rates. Which begs the question: lock in more contract coverage now, or ride it out? Let's start with why this is strange.

Go all contract and you overpay, and stay over-committed if rates fall. Go all spot and you're fully exposed to record prices and rejections right now.

It's smarter to have a blend: cover your steady, predictable baseline volume on contract, where reliability is worth paying for, and keep the variable, seasonal portion flexible so you're not over-committed when the market turns. The trap is betting everything one way.

It isn't all-or-nothing, though. Anyone telling you to just lock everything in, or just ride it out, is selling a certainty that doesn't exist.

Spot is running 20 to 25% above last year, and above contract. That flip is the whole reason carriers are rejecting contracted loads. They make more on the open market.

Normally contract rates sit a little above spot, because you're paying a small premium for reliability. Right now it's the opposite in a lot of lanes.