A truck information network

When Uber launched its app for passenger vehicles, it gained major advantages by leveraging privately owned cars. One of the key benefits was a significant reduction in the distance between dropping off one passenger and picking up the next.

We have learned how to determine the weight of cargo in the trailer, the position of its center of mass, and the remaining payload capacity of the truck. As a result, when we create an app for the informational development of freight transportation, a new truck information network will begin to form using smartphones and onboard computers.

The industry must reduce empty miles, because deadhead miles are not paid, while loaded miles generate real income.

Where do associated loads come from?

On average, American trucks run partially empty about 30 times per year. This is the primary source of associated freight transportation.

Instead of sending two half-empty trucks, one truck with properly matched LTL loads can do the job, and do it profitably.

Moreover, an entirely new and higher-value freight category may emerge: MTL (More Than Truckload), something the industry is barely thinking about today.

As backhaul logistics evolve, it will often be enough to coordinate 2–3 partially loaded trucks to complete the job, without additional equipment and without hiring new drivers.

Truck business productivity will increase. And everyone will benefit.

A truck information network is a powerful force that can work for drivers and carriers.

Assume there are 50 working weeks per year, and each week you manage to reduce 50–100 deadhead miles. At an average of $2 per loaded mile, an expanded truck information network can generate an additional $5,000–$10,000 per truck per year.

We guarantee this: if nothing is developed, nothing will change. The load-control industry must be digitized, and backhaul transportation must be developed to build a high-quality information network, instead of relying on dozens of low-value broker apps.

Mouse Scale believes, and proves, that information technology should serve drivers and carriers, not the other way around.