Website, CRM & marketing package for logistics & haulage firms

The whole front end of the business: a website built for search and AI answer engines, hosting and domain, branding and graphics, a CRM configured around lanes, loads and quotes rather than generic sales stages, the automations that carry an enquiry through quote, job sheet, delivery and POD, an AI chatbot for the qualifying questions, email marketing to shippers you have already quoted, and Google and Meta accounts set up and tracked. Driver recruitment is built as a second, separate funnel.

Price on application, and that is not a dodge. A six-vehicle general haulier needs something very different from a freight forwarder handling groupage across four countries, some firms need the TMS integrating rather than replacing, and some want a driver recruitment funnel that is bigger than the sales one. We scope it, price it, and you see the number before anything starts. Publishing a headline figure we would not honour helps nobody.

It depends how much of the stack you need and how contested your lanes are. What we can point to is Fast Track Leasing, which now gets around five enquiries a day from search, with £0 spent on ads to get them, off the back of 400+ pages answering what customers search for. Different industry, and results vary by market, so treat it as evidence the method works rather than a promise. Freight search volume is lower but the intent is far stronger, so the useful measure is quoted work, not clicks.

Both, depending on how you price. Where you have a rate card for routine lanes, the site can return a price or a tight range on the spot, which is often the difference between being on the shortlist and never hearing about it. Anything outside that — abnormal loads, hazardous goods, multi-drop, anything international — is captured with the detail you need to quote properly and flagged to a human. The point is that every enquiry arrives qualified by lane, load type, weight and timescale rather than as three lines of email.

Usually yes, because they do different jobs. A TMS manages jobs, vehicles and invoicing once work exists. A CRM manages the work that does not exist yet: the shipper who asked for a price last month, the quote that went out and never came back, the customer who used to send you four loads a week and stopped. We connect the two so job data flows without re-keying, rather than replacing something that already works.

Yes, and it is deliberately built as a separate funnel. Driver applications need different pages, different ad targeting, a much shorter application form and a much faster response, because good drivers are usually talking to three firms in the same week. Applications land on their own pipeline with licence categories and CPC status on the record, so you can see who is actually available to drive rather than reading twenty CVs to find out.

It answers the qualifying questions that decide whether someone bothers to enquire: which lanes you run, whether you do part loads or full loads only, whether you handle hazardous goods, what your vehicle types are, whether you cover a particular region. It answers from your own information rather than guessing, and anything it cannot handle becomes a captured enquiry with the load details attached, which is far more useful than a contact form submission saying "please call".

We do, end to end. The reason this is one package rather than five suppliers is that the handovers are where these projects fail: the developer blames the marketer, the CRM consultant blames the developer, and the transport manager is trying to hold it together while covering a driver shortage. HDC covers development, marketing, CRM, integration and process design, so there is one number to ring.