A shipper shortlists logistics providers on coverage, capability and evidence, usually before anyone picks up the phone.
We build logistics and supply chain websites that set out network coverage, modes, warehousing footprint, handling capabilities, certifications and customer systems clearly enough for a procurement or supply chain team to decide whether to include you in a tender.
A claim to operate across Europe tells a shipper very little. What they need to establish is whether you run the lane they care about, at what frequency, through your own assets or an agent network, with what transit time and which customs arrangements at each end.
We structure network content so those answers are reachable: origin and destination coverage, mode, service frequency, hub and warehouse locations, and the difference between owned operations and partner coverage. Being explicit about where you use agents tends to build more confidence than a map with no legend.
Temperature-controlled handling, ADR classes, bonded storage, customs brokerage, groupage consolidation, high-value security, project cargo and returns each attract a different shipper with a different qualifying question. Grouping them under a single services page makes every one of them harder to find.
We give each capability its own substantive page, with the equipment, certifications, sites and sectors behind it, and connect capabilities to the industries where they matter. That also gives the site something to rank for beyond the head term, since these are the phrases a supply chain manager searches when a specific requirement appears.
ISO certifications, AEO status, good distribution practice, food safety schemes and insurance cover are frequently pre-qualification items in a tender document. If they are buried in a corporate PDF or mentioned only in a news post, a buyer completing a supplier questionnaire will assume you do not hold them.
We publish certification status against the entities and sites it applies to, with scope and validity visible, and keep the underlying certificates downloadable. That turns a routine tender question into something a buyer can answer without waiting for your commercial team to reply.
Once a customer is onboarded, the site stops being a sales asset and becomes an operational tool. Shipment tracking, proof of delivery, booking, documentation and stock visibility are the reasons an existing customer returns, and they carry very different requirements from the marketing pages around them.
We scope the portal against what customers currently ask your operations team for by email or phone, since that list is usually shorter and more specific than a feature comparison suggests. The result is a portal that reduces inbound queries rather than one that duplicates your transport management system.
Code Industrial is the industrial B2B practice of Code Barcelona, an agency building corporate websites and digital platforms since 2015. The same strategy, design and engineering team works on every industrial project, from the first scoping session through to life after launch.
Logistics buyers are assessing operational fit rather than brand preference. These are the platforms that let them do it without a discovery call.
Questions that come up when operational capability has to be assessed online.
Whether you can handle the movement in question. That means coverage by lane and mode, the sites and capacity behind it, the handling conditions you are certified for, and where partners rather than your own assets are involved. Broad reliability claims do not help a shipper decide, because every provider makes them. Specific operational detail is what gets you onto a shortlist.
By giving pages a commercial purpose rather than a keyword. A page for a hub with real capability, capacity and services behind it earns its place. Fifty near-identical pages differing only in a city name generally do not, and they tend to compete with each other. We usually consolidate around lanes, corridors and capabilities, with locations presented as structured data on a network view.
Where your transport management system exposes the data, yes. We normally start from what customers already ask your operations team for, confirm which of those requests the system can serve through an interface, and scope the portal to that. Tracking, proof of delivery and document retrieval are the common three. Anything requiring a new data source is worth pricing separately before it is committed to.
Against the entity and site they apply to, with scope and validity dates visible and the certificate itself downloadable. Buyers completing a supplier questionnaire are checking specific scopes, not the existence of a logo, and an unscoped certification badge often raises a follow-up question rather than closing one. We also build a review point so lapsed certificates are removed rather than quietly expiring on the page.
Usually yes. A tender enquiry carries volumes, lanes, commodity, handling requirements, incoterms and a timeline, and capturing those up front lets your commercial team respond with something useful rather than a request for more information. We keep the general contact route simple and separate, so a straightforward question is not forced through a procurement questionnaire.
In most cases yes, since they share customers, markets and often the same sales team, and separating them into microsites fragments both authority and maintenance. The information architecture has to give each business a clear route and its own proof, without pretending they are one undifferentiated service. Separate sites make more sense when the divisions carry distinct brands and separate customer bases.
Related industrial sectors where operational capability, technical documentation and complex supply chains shape the buying journey.
Tell us how shippers and procurement teams currently assess your network. We will set out the content structure, capability pages and portal scope that support the decision.