Problems › Our Marketing Spend Is Not Working › Logistics & Supply Chain
Most marketing that "does not work" is spend on a channel that cannot reach the buyer, measured in a way that cannot tell. This page works through it for logistics and freight companies specifically — including an unedited excerpt from a real analysis of a freight company.
Most marketing that "does not work" is spend on a channel that cannot reach the buyer, measured in a way that cannot tell. The version of this question that applies to logistics and freight companies is not the generic one. Dedicated freight dilutes margin and is also the only thing that fixes driver turnover — so an answer that ignores revenue per loaded mile will be confidently wrong. The analysis has to start from driver turnover and deadhead percentage rather than from revenue.
Two different failures produce the same complaint. The channel genuinely does not reach your buyer, in which case more budget makes it worse. Or it does and you cannot see it, in which case the spend is being judged by a measurement system that does not track the path your buyer actually takes.
Separating them is a measurement question first. If cost per acquisition cannot be computed by channel, no amount of creative or targeting work will settle the argument, and the budget will be allocated by whoever is most confident.
The second question is payback rather than volume. A channel that acquires expensively but pays back inside a quarter is fundable; one that acquires cheaply and pays back in three years is not, whatever the cost per lead says.
These three together are the signature. One on its own usually points somewhere else.
✓ Cost per acquisition cannot be stated by channel
✓ Spend is defended by impressions, clicks or leads rather than by customers
✓ The best-performing channel changes depending on who reports it
The move that usually makes it worse. Optimising creative and targeting before fixing measurement, which produces a year of confident decisions on unreliable numbers.
It is for you if you run or finance a freight company and cost per acquisition cannot be stated by channel. It is the situation where the numbers are available but nobody has put them in an order that produces a decision.
It is not for you if Percision is the wrong tool if you already know the answer and only need execution capacity, or if the business is pre-revenue — then the constraint is evidence about the market, not analysis of your own figures. Percision is not a lawyer, tax advisor, auditor, licensed appraiser, clinical or regulatory filer, or an AI implementation shop. It does not do HR casework, creative-only brand work, or impersonate a named consulting firm. It is a strategy analysis engine — not a template library. Also wrong if you need facilitation, politics, or someone to sit with a lender or buyer. Those are human jobs.
Percision is not a lawyer, tax advisor, auditor, licensed appraiser, clinical or regulatory filer, or an AI implementation shop. It does not do HR casework, creative-only brand work, or impersonate a named consulting firm. It is a strategy analysis engine — not a template library.
Below is an excerpt from a real run of this analysis on a freight company. It is a sample profile rather than a customer, and it is unedited engine output — this is the format you get, on your own numbers.
The subject is Ridgeway Freight Systems, a sample company profile used for testing rather than a customer — $240M revenue, 900 drivers.
Excerpt from a real Percision run · Quick Market Scan · sample company profile
The move. Leverage paid-for terminal density to raise pricing on 50 lanes and reinvest the gains into driver retention, creating a self-funding margin-expansion flywheel.
| Investment required | $0.6–0.9M over 36 months (pricing engine + retention bonuses) |
| Expected return | Base case: $4.2–6.3M incremental annual revenue at 85%+ incremental margin, yielding 7–10× ROI on the $0.9M investment within 24 months. |
| Revenue, year 1 | $289–293M |
| Revenue, year 2 | $298–306M |
| Revenue, year 3 | $310–320M |
| Exit criteria | Strategy should be reversed if, within 12 months, net revenue per hundredweight on the 50 lanes has not increased by at least 2% OR if driver turnover has not declined below 75% by Month 18, OR if one of the two $25M dedicated contracts is lost at renewal without a 1%+ rate increase. |
This is one move out of a full analysis. Read a complete report — every page, no email required.
This question routes to Go-to-Market & Commercial Strategy, one of 29 engagements the platform runs. For logistics and freight companies it works through revenue per loaded mile, driver turnover, deadhead percentage and operating ratio, then produces the sequence rather than a list of options — which move first, what it funds, and the observation that would say the sequence is wrong.
You watch the analysis get built before paying anything. Read a complete report here if you would rather see the depth first.
The only meaningful test is against lifetime value and payback period, both of which are business-specific. A cost that is excellent in one model is ruinous in another with the same revenue.
Long enough to cover your sales cycle plus one payback period, and no longer. Judging early kills channels that work slowly; judging late funds channels that never will.
Cut the channels you cannot measure first — that is where the risk is concentrated. Cutting uniformly removes the channel that was working alongside the ones that were not.
Materially, yes. Dedicated freight dilutes margin and is also the only thing that fixes driver turnover — which changes both the diagnosis and the order of the fixes. The metrics that decide it here are revenue per loaded mile, driver turnover, deadhead percentage, and an answer built on industry-general benchmarks will usually point at the wrong one first.
Less than most people expect. Your last twelve months of revenue and cost split the way you already split it, plus whatever you hold on revenue per loaded mile and driver turnover. The analysis is explicit about what it is assuming where your data stops, which is more useful than waiting for numbers you may never have.
Percision is the wrong tool if you already know the answer and only need execution capacity, or if the business is pre-revenue — then the constraint is evidence about the market, not analysis of your own figures. Percision is not a lawyer, tax advisor, auditor, licensed appraiser, clinical or regulatory filer, or an AI implementation shop. It does not do HR casework, creative-only brand work, or impersonate a named consulting firm. It is a strategy analysis engine — not a template library. Also wrong if you need facilitation, politics, or someone to sit with a lender or buyer. Those are human jobs.
Percision is not a lawyer, tax advisor, auditor, licensed appraiser, clinical or regulatory filer, or an AI implementation shop. It does not do HR casework, creative-only brand work, or impersonate a named consulting firm. It is a strategy analysis engine — not a template library.
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