{"id":1854,"date":"2026-04-27T19:59:50","date_gmt":"2026-04-27T18:59:50","guid":{"rendered":"https:\/\/heylog.com\/?p=1854"},"modified":"2026-05-19T09:24:02","modified_gmt":"2026-05-19T08:24:02","slug":"how-many-suppliers-arranging-haulage-themselves","status":"publish","type":"post","link":"https:\/\/heylog.com\/en\/how-many-suppliers-arranging-haulage-themselves\/","title":{"rendered":"How Many of Your Suppliers Are Arranging Haulage Themselves?"},"content":{"rendered":"<style>\n.heylog-blog-content { max-width: 720px; margin-left: auto; margin-right: auto; font-size: 1.0625rem; line-height: 1.85; color: #1f2937; letter-spacing: 0.01em; }\n.heylog-blog-content > * + * { margin-top: 0; }\n.heylog-blog-content p { margin: 0 0 1.4rem; line-height: 1.75; }\n.heylog-blog-content h2 { margin: 3rem 0 1rem; font-size: 1.65rem; line-height: 1.3; font-weight: 700; }\n.heylog-blog-content h3 { margin: 2.25rem 0 0.75rem; font-size: 1.3rem; line-height: 1.35; font-weight: 600; }\n.heylog-blog-content h2:first-child, .heylog-blog-content h3:first-child { margin-top: 1rem; }\n.heylog-blog-content ul, .heylog-blog-content ol { margin: 0 0 1.6rem 0; padding-left: 1.4rem; }\n.heylog-blog-content li { margin: 0 0 0.65rem; line-height: 1.65; }\n.heylog-blog-content li > p { margin: 0 0 0.5rem; }\n.heylog-blog-content blockquote { margin: 1.75rem 0; padding: 0.85rem 1.25rem; border-left: 4px solid #9ca3af; background: #f9fafb; font-style: italic; color: #374151; }\n.heylog-blog-content hr { margin: 2.5rem 0; border: 0; border-top: 1px solid #e5e7eb; }\n.heylog-blog-content figure { margin: 2rem auto; text-align: center; }\n.heylog-blog-content figure img { max-width: 100%; height: auto; display: block; margin: 0 auto; }\n.heylog-blog-content figcaption { font-size: 0.875rem; color: #6b7280; text-align: center; margin-top: 0.5rem; line-height: 1.5; }\n.heylog-blog-content strong { font-weight: 600; color: #111827; }\n.heylog-blog-content a { color: #2563eb; text-decoration: underline; }\n<\/style>\n<div class=\"heylog-blog-content\" style=\"max-width:720px;margin-left:auto;margin-right:auto;font-size:1.0625rem;line-height:1.85;color:#1f2937;letter-spacing:0.01em;\">\n<figure style=\"margin:2rem auto;text-align:center;\"><img decoding=\"async\" src=\"https:\/\/heylog.com\/wp-content\/uploads\/2026\/04\/post-165-1777314304548.png\" alt=\"How Many of Your Suppliers Are Arranging Haulage Themselves?\" \/ style=\"max-width:100%;height:auto;display:block;margin:0 auto;\" style=\"max-width:100%;height:auto;display:block;margin:0 auto;\"><\/figure>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">Consider this question carefully: How many of your inbound suppliers do not arrange haulage themselves, but instead hand that responsibility to your procurement, planning or directly to you? And how many arrange it themselves \u2014 on an FCA basis, free to the haulier of their choice, with a driver you&#8217;ve never met? Your answer to this determines how much actual control you have over your own goods-in operation.<\/p>\n<h2 style=\"margin:3rem 0 1rem;font-size:1.65rem;line-height:1.3;font-weight:700;color:#111827;\">The silent majority: FCA deliveries with no portal access<\/h2>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">In German plants, industry estimates put <strong style=\"font-weight:600;color:#111827;\">40 to 70 per cent<\/strong> of all inbound deliveries on an FCA basis. This means: the supplier has engaged the haulier, the haulier is working at their own expense, and the driver is someone who has never encountered your time-window system \u2014 and often cannot.<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">Time-window portals require someone to book a slot. Usually that&#8217;s the haulier. But if the haulier isn&#8217;t registered in the system, has no login details, or is put off by the booking fee \u2014 from around one euro per booking, acceptance drops noticeably, according to a Cargoclix study \u2014 the slot stays empty. The vehicle arrives anyway. Just whenever it suits.<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">This isn&#8217;t a failure of the portal. It&#8217;s a structural problem: <strong style=\"font-weight:600;color:#111827;\">The portal only covers hauliers you can invite. FCA means: you&#8217;re not inviting anyone \u2014 your supplier is.<\/strong><\/p>\n<figure style=\"margin:2rem auto;text-align:center;\"><img decoding=\"async\" src=\"https:\/\/heylog.com\/wp-content\/uploads\/2026\/04\/post-106-1776944128054-11.png\" alt=\"40\u201370 % of inbound runs on FCA \u2014 what that means for your yard control\" \/ style=\"max-width:100%;height:auto;display:block;margin:0 auto;\" style=\"max-width:100%;height:auto;display:block;margin:0 auto;\"><figcaption style=\"font-size:0.875rem;color:#6b7280;text-align:center;margin-top:0.5rem;line-height:1.5;\">With FCA deliveries, the plant loses control over arrival time \u2014 before the lorry even starts moving.<\/figcaption><\/figure>\n<hr style=\"margin:2.5rem 0;border:0;border-top:1px solid #e5e7eb;\">\n<h2 style=\"margin:3rem 0 1rem;font-size:1.65rem;line-height:1.3;font-weight:700;color:#111827;\">What your yard doesn&#8217;t know \u2014 and can&#8217;t see<\/h2>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">This is where the real problem lies. It&#8217;s not about punctuality. It&#8217;s about <strong style=\"font-weight:600;color:#111827;\">visibility<\/strong>: Who&#8217;s coming, and when? What vehicle are they in? Do they have cargo that&#8217;s urgently needed, or is it routine material with no deadline?<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">The typical flow in a mid-sized plant looks like this: a time-window was booked for 09:30 \u2014 by someone. The driver doesn&#8217;t know about the slot because the haulier didn&#8217;t pass it on. He starts when his job is done, navigates to the gate, checks in at the security gate and waits. Dispatch only finds out he&#8217;s there when a queue forms at the gate or the security guard rings through.<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">By then your yard already has three other vehicles \u2014 two of which arrived unannounced, and one waiting with cargo while the forklift is somewhere else.<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">This isn&#8217;t an unusual day. This is Wednesday morning.<\/p>\n<hr style=\"margin:2.5rem 0;border:0;border-top:1px solid #e5e7eb;\">\n<h2 style=\"margin:3rem 0 1rem;font-size:1.65rem;line-height:1.3;font-weight:700;color:#111827;\">The subcontractor chain as an amplifier<\/h2>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">What structurally worsens the FCA blind spot: most larger hauliers don&#8217;t drive themselves. They subcontract \u2014 sometimes to subcontractors of subcontractors. In the end, a driver is sitting in a vehicle that&#8217;s been commissioned through two layers. The original haulier often doesn&#8217;t have the driver&#8217;s contact details in real time. The subcontractor does, but doesn&#8217;t communicate with your plant.<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">This means: between the moment your supplier engages the haulier and the moment the driver pulls up to your gate, there&#8217;s a chain of three to four players \u2014 none of whom you speak to directly.<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\"><strong style=\"font-weight:600;color:#111827;\">The driver is the last link in that chain. And he&#8217;s the only one who actually knows when he&#8217;ll arrive at your gate.<\/strong><\/p>\n<hr style=\"margin:2.5rem 0;border:0;border-top:1px solid #e5e7eb;\">\n<h2 style=\"margin:3rem 0 1rem;font-size:1.65rem;line-height:1.3;font-weight:700;color:#111827;\">Slot \u2260 Arrival: the equation that was never right<\/h2>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">Time-windows solve a different problem than the one unfolding on your yard every day. They solve the planning problem: when should someone arrive? They don&#8217;t solve the control problem: when will someone actually arrive?<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">Between booked slot and actual arrival there&#8217;s typically a deviation of 20 to 90 minutes \u2014 sometimes earlier, sometimes later. This isn&#8217;t a guess pulled from thin air: it&#8217;s what every dispatcher knows who takes calls asking &#8220;Can I come an hour earlier?&#8221; or &#8220;I&#8217;m stuck in traffic, I&#8217;ll be there at eleven.&#8221;<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">These calls land with your dispatcher. They type the new time into a spreadsheet, send an email to goods-in, hope the forklift is still free.<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">Do the maths: if a plant receives 30 deliveries a day and one in five triggers an active update \u2014 six calls at ten minutes each, plus documentation and handover \u2014 that&#8217;s an hour of dispatch time daily. At 250 working days a year and a labour rate of \u20ac40 per hour: <strong style=\"font-weight:600;color:#111827;\">\u20ac10,000 a year spent just taking messages that should never have needed passing on.<\/strong><\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">That&#8217;s the floor. In plants with higher volume or less digitally-engaged supplier bases, the maths look different.<\/p>\n<figure style=\"margin:2rem auto;text-align:center;\"><img decoding=\"async\" src=\"https:\/\/heylog.com\/wp-content\/uploads\/2026\/04\/post-109-1776945221924-3.png\" alt=\"ETA Transparency: Why knowing arrival time 12 hours before gate opening is critical\" \/ style=\"max-width:100%;height:auto;display:block;margin:0 auto;\" style=\"max-width:100%;height:auto;display:block;margin:0 auto;\"><figcaption style=\"font-size:0.875rem;color:#6b7280;text-align:center;margin-top:0.5rem;line-height:1.5;\">If you don&#8217;t know the ETA until the driver rings the bell, you&#8217;re not controlling \u2014 you&#8217;re reacting.<\/figcaption><\/figure>\n<hr style=\"margin:2.5rem 0;border:0;border-top:1px solid #e5e7eb;\">\n<h2 style=\"margin:3rem 0 1rem;font-size:1.65rem;line-height:1.3;font-weight:700;color:#111827;\">Why &#8220;stricter rules&#8221; doesn&#8217;t solve the problem<\/h2>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">The standard response to poor punctuality in goods-in: you send a supplier circular. &#8220;Please deliver only within your booked time-window.&#8221; You write it into the supplier contract. You threaten rejection.<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">It rarely works. Not because suppliers are malicious, but because they can&#8217;t control the chain that you can&#8217;t control either. The supplier engages the haulier. The haulier engages the subcontractor. The subcontractor briefs the driver at six in the morning. The driver sets off. No one in that chain has a reason to check your time-window portal \u2014 and many simply have no access to it.<\/p>\n<blockquote style=\"margin:1.75rem 0;padding:0.85rem 1.25rem;border-left:4px solid #9ca3af;background:#f9fafb;font-style:italic;color:#374151;\">\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">&#8220;We tightened the rules. The carriers know them \u2014 but the driver behind the wheel doesn&#8217;t.&#8221;<\/p>\n<\/blockquote>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">Logistics managers often say this about themselves when pushed. It&#8217;s not a statement about bad suppliers. It&#8217;s a statement about a system that fails to get information to the right place.<\/p>\n<hr style=\"margin:2.5rem 0;border:0;border-top:1px solid #e5e7eb;\">\n<h2 style=\"margin:3rem 0 1rem;font-size:1.65rem;line-height:1.3;font-weight:700;color:#111827;\">The vacuum between order placement and gate entry<\/h2>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">Between the moment your supplier engages the haulier and the moment that vehicle passes your gate, there&#8217;s typically a window of <strong style=\"font-weight:600;color:#111827;\">12 to 48 hours<\/strong>. From your perspective during that time: nothing happens.<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">You see no progress. You don&#8217;t know if the driver has already loaded, if he&#8217;s still waiting for customs clearance, if the haulier has deployed a different driver than originally planned. The supplier sometimes knows, but often doesn&#8217;t either \u2014 because after placing the order they lose visibility into the operational logistics themselves.<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">Those 12 to 48 hours are the structural vacuum that no slot system closes. The portal knows the slot. It doesn&#8217;t know reality.<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">Up to 80 per cent of advance notices that reach German plants arrive as Excel or email \u2014 a static snapshot that can be out of date by the time it lands.<\/p>\n<hr style=\"margin:2.5rem 0;border:0;border-top:1px solid #e5e7eb;\">\n<h2 style=\"margin:3rem 0 1rem;font-size:1.65rem;line-height:1.3;font-weight:700;color:#111827;\">What&#8217;s possible with the driver<\/h2>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">97 per cent of lorry drivers have their own smartphone. That&#8217;s not an extrapolation \u2014 it&#8217;s lived reality at every plant gate. The driver navigates with his phone, receives messages, runs his day digitally.<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">He&#8217;s reachable. He&#8217;s the only link in the chain who actually knows where he is right now.<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">The problem isn&#8217;t the driver. The problem is that no one from your plant talks to him yet \u2014 because the chain is too long, because you don&#8217;t have his number, because you don&#8217;t know who&#8217;s actually driving today.<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">Heylog automatically sends the driver a WhatsApp. He confirms his ETA. You see it in your dashboard. No phone call, no app, no portal login. The driver gets in touch with you before he arrives \u2014 regardless of who arranged the haulage and whether a slot was booked or not.<\/p>\n<hr style=\"margin:2.5rem 0;border:0;border-top:1px solid #e5e7eb;\">\n<h2 style=\"margin:3rem 0 1rem;font-size:1.65rem;line-height:1.3;font-weight:700;color:#111827;\">What this means for your FCA portion<\/h2>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">If 40 to 70 per cent of your inbound runs on FCA, that&#8217;s the group for which you currently have no advance information. Not because you don&#8217;t want it. Because the information chain systematically excludes that group.<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">The point isn&#8217;t to abolish the slot system. Slots serve a planning function \u2014 they make sense. But they&#8217;re not a control tool. They&#8217;re a statement of intent.<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">The question isn&#8217;t: &#8220;How do we get more hauliers into the portal?&#8221; It&#8217;s: <strong style=\"font-weight:600;color:#111827;\">&#8220;How do we ensure that for every delivery \u2014 slot or no slot, FCA or DDP, familiar carrier or subcontractor \u2014 we know what&#8217;s coming at least 12 hours before arrival?&#8221;<\/strong><\/p>\n<hr style=\"margin:2.5rem 0;border:0;border-top:1px solid #e5e7eb;\">\n<h2 style=\"margin:3rem 0 1rem;font-size:1.65rem;line-height:1.3;font-weight:700;color:#111827;\">An open question to finish<\/h2>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">Do you know how many of yesterday&#8217;s deliveries came from a subcontractor you&#8217;d never met before? And on how many did you have more than two hours&#8217; notice of the actual arrival time?<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">If the answer to both is &#8220;I&#8217;m not sure&#8221; \u2014 that&#8217;s not your failure. It&#8217;s the logical consequence of a system that ends with the driver without ever including him.<\/p>\n<p style=\"margin:0 0 1.4rem;line-height:1.85;font-size:1.0625rem;color:#1f2937;\">What would change if you knew this for every FCA inbound delivery?<\/p>\n<\/div>\n<hr style=\"max-width:720px;margin:3rem auto 0;border:0;border-top:1px solid #e5e7eb;\" \/>\n<section class=\"heylog-faq\" aria-label=\"Frequently asked questions\" style=\"max-width:720px;margin:2rem auto;padding:0;font-family:inherit;color:#1f2937;\">\n<h2 style=\"font-size:1.5rem;line-height:1.3;font-weight:700;margin:0 0 1.25rem;color:#111827;letter-spacing:-0.01em;\">Frequently asked questions<\/h2>\n<div class=\"heylog-faq-item\" style=\"margin:0 0 0.75rem;padding:1.1rem 1.25rem;background:#f6f7f9;border-radius:10px;border-left:3px solid #122CC5;\">\n<h3 style=\"font-size:1.05rem;line-height:1.4;font-weight:600;margin:0 0 0.5rem;color:#111827;\">What does FCA inbound management mean for manufacturing facilities?<\/h3>\n<p style=\"font-size:1rem;line-height:1.7;margin:0;color:#374151;\">With FCA inbound management, your suppliers independently arrange haulage. The plant has no direct access to the carrier booked and often receives no advance ETA. Industry estimates show 40\u201370 % of all DACH inbound deliveries run on an FCA basis \u2014 the biggest blind spot in goods-in for many plants.<\/p>\n<\/div>\n<div class=\"heylog-faq-item\" style=\"margin:0 0 0.75rem;padding:1.1rem 1.25rem;background:#f6f7f9;border-radius:10px;border-left:3px solid #122CC5;\">\n<h3 style=\"font-size:1.05rem;line-height:1.4;font-weight:600;margin:0 0 0.5rem;color:#111827;\">Why does a time-window portal often fail with FCA deliveries?<\/h3>\n<p style=\"font-size:1rem;line-height:1.7;margin:0;color:#374151;\">Time-window portals require hauliers to register and book a slot. With FCA deliveries, suppliers engage their own hauliers, who frequently lack portal access. According to a Cargoclix study, haulier acceptance drops noticeably from around \u20ac1 booking fee \u2014 resulting in unplanned arrivals.<\/p>\n<\/div>\n<div class=\"heylog-faq-item\" style=\"margin:0 0 0.75rem;padding:1.1rem 1.25rem;background:#f6f7f9;border-radius:10px;border-left:3px solid #122CC5;\">\n<h3 style=\"font-size:1.05rem;line-height:1.4;font-weight:600;margin:0 0 0.5rem;color:#111827;\">How can a plant know the arrival time of FCA drivers early?<\/h3>\n<p style=\"font-size:1rem;line-height:1.7;margin:0;color:#374151;\">Since 97 % of lorry drivers own a smartphone, direct contact via messenger is possible. If the driver automatically receives a message and confirms his ETA before reaching the plant, manual calls disappear \u2014 and dispatch has advance notice for every delivery, regardless of who originally booked the haulage.<\/p>\n<\/div>\n<\/section>\n<p><script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"Article\",\"headline\":\"How Many of Your Suppliers Are Arranging Haulage Themselves?\",\"description\":\"With FCA inbound management, you lose control before the lorry even rolls. 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Here&#8217;s what that means structurally \u2014 and where the real gap lies.<\/p>\n","protected":false},"author":3,"featured_media":1398,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_yoast_wpseo_focuskw":"","_yoast_wpseo_title":"","_yoast_wpseo_metadesc":"","_yoast_wpseo_canonical":"","_et_pb_use_builder":"","_et_pb_old_content":"","_et_gb_content_width":"","footnotes":""},"categories":[1],"tags":[],"class_list":["post-1854","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-nicht-kategorisiert"],"_links":{"self":[{"href":"https:\/\/heylog.com\/en\/wp-json\/wp\/v2\/posts\/1854","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/heylog.com\/en\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/heylog.com\/en\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/heylog.com\/en\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/heylog.com\/en\/wp-json\/wp\/v2\/comments?post=1854"}],"version-history":[{"count":1,"href":"https:\/\/heylog.com\/en\/wp-json\/wp\/v2\/posts\/1854\/revisions"}],"predecessor-version":[{"id":1886,"href":"https:\/\/heylog.com\/en\/wp-json\/wp\/v2\/posts\/1854\/revisions\/1886"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/heylog.com\/en\/wp-json\/wp\/v2\/media\/1398"}],"wp:attachment":[{"href":"https:\/\/heylog.com\/en\/wp-json\/wp\/v2\/media?parent=1854"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/heylog.com\/en\/wp-json\/wp\/v2\/categories?post=1854"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/heylog.com\/en\/wp-json\/wp\/v2\/tags?post=1854"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}