This is for a freight brokerage, a 3PL, an asset-based carrier, a warehousing operator or a final-mile provider that sells to businesses and wants more qualified RFQs from people who were not already in your CRM. It is not for a company whose entire book comes from two shippers and wants a third by Friday. It is not for anyone who thinks marketing replaces a sales team. And it is not for an operation with no capacity to take on freight, because demand you cannot cover is a reputation problem.
Free, no obligation
Send me your operation and I’ll tell you the three things I’d fix first
Thirty minutes, on a call, looking at your actual site and your actual search results. If the fixes are things you can do yourself, I’ll say so. Pricing is published below — $800 or $1,500 a month, no contract. Cancel any month and keep everything I build.
If that still describes you, here is what I do, what it costs, who touches the account, and what you keep if you walk.
Who this is for, and who I turn down
The companies I work well with have a defined thing they sell. Cross-border reefer out of Laredo. Food-grade warehousing with the certifications to prove it. Drayage inside a specific port drayage radius. Final-mile white-glove for heavy goods. Bonded storage. Flatbed for a particular kind of freight. Something a transportation manager could describe in one sentence and recognise as what they need this quarter.
I turn down three kinds of operators, normally on the first call.
The first is the company that wants to be found for “logistics company” and nothing more specific. That search is dominated by directories, load boards and enterprise carriers with brand budgets, and the people typing it are mostly students, job seekers and vendors. What buys you something is being unavoidable for the twelve specific searches your actual buyers make.
The second is anyone who wants leads without a person to work them. B2B freight does not close on a form fill. Someone downloads a rate sheet in March and issues an RFP in September, and if nobody follows up in between, that lead was never a lead.
The third is anyone shopping purely on price. There are vendors who will post to your LinkedIn page and send a traffic screenshot for a few hundred dollars a month. That is a real product and it is priced honestly. I am not competing there.
What I actually do for a 3PL or freight brokerage
In roughly the order I do it: I work out which services and which lanes actually carry margin for you, and I build a page for each of them that is good enough to be the thing a buyer sends to their boss. I rewrite the site so an operations director can tell in eight seconds whether you handle their freight. I rebuild the RFQ and rate-request flow so it captures the information your sales team needs without demanding a life history first. I make every inbound source measurable, including the phone. I build out proof assets — certifications, coverage, equipment, technology, insurance limits, references — because in this category proof is the product. And I turn your LinkedIn presence into something that runs on a schedule rather than on whoever remembers.
What I do not do is run a brand awareness programme, produce a podcast, or handle driver recruiting. Driver and owner-operator recruiting is a different discipline with a different funnel, and if that is your actual problem I will say so rather than sell you the wrong thing.
Why the map pack is mostly not your battleground
Most local marketing advice assumes a buyer standing on a street with a phone. Your buyer is a logistics manager at a desk in another state, building a shortlist. They are not looking at a map. They are searching a service plus a geography plus a qualifier, opening six tabs, and deciding which four companies get the RFP.
There is a narrow exception and I will not pretend otherwise. Warehousing, drayage, cross-dock and yard services do pick up local search volume, and a properly built Google Business Profile at each physical facility is worth the hour it takes. So I build it: correct categories, real photos of the dock and the yard rather than stock trucks, accurate hours, service list, the right address per facility. Then I stop, because for the rest of what you sell, the map pack is not where the decision happens. What moves the needle is depth on pages that match how a buyer describes their own freight, and enough credibility around those pages that a stranger believes you can do it.
Lane pages and service pages, specifically
This is the core of the programme, so here is the actual mechanic.
A service page covers a mode or capability the way a buyer thinks about it: LTL, FTL, expedited, intermodal, drayage, flatbed, reefer, final mile, cross-dock, fulfilment, bonded and foreign-trade-zone storage. Each gets equipment detail, coverage, what you will not haul, how you price, how you communicate exceptions, and what onboarding looks like. That last part matters more than anyone admits. Half of a shipper’s hesitation is fear of a messy implementation, not doubt about your trucks.
A lane page is narrower and converts harder. Origin, destination, mode, and the thing that makes it non-generic: cross-border documentation, port congestion, seasonal produce volume, a specific consignee’s receiving requirements. I would rather build eight lane pages a buyer bookmarks than eighty that read like a template with the city swapped out. Thin location pages are the most common failure in this industry, and they are worse than nothing, because they teach Google your site is filler.
Then there are the qualifier pages, which are underrated. Food-grade. Pharma and cold chain. Hazmat. High-value and TSA-cleared. Retail compliance and vendor routing guides. Automotive just-in-time. These are the searches where a buyer has already disqualified nine vendors before typing, and if you hold the certification but never wrote the page, you are invisible to the exact buyer you were best positioned to win.
The nearest thing to this on my site is the breakdown of freight and 3PL search in Memphis, which goes further into the ranking mechanics than a service page should. It is currently the only logistics-specific piece I have published, and I would rather point you at one honest article than pad this section.
The RFQ flow, and why most of them leak
Freight sites fail in the same handful of places. The quote form asks for annual volume, commodity, equipment type, origin, destination and an NMFC class before it asks for a phone number, so anyone browsing at 9pm gives up. The phone number is not tappable on mobile. There is no distinction between “I want a rate on one load” and “I am running a formal RFP”, two completely different conversations arriving through the same box. And the confirmation page says nothing about what happens next.
I rebuild that. Short first step, progressive detail, an explicit branch between spot quote and RFP, a real answer on the confirmation screen about who responds and when, and a phone path for the buyer who would rather just talk. The form data also has to land somewhere your sales team will actually see, because a well-designed request sitting in an unmonitored inbox is worse than no form at all.
LinkedIn, and what it is actually for here
Freight buying is relationship-heavy and the shortlist is often set before anyone searches. LinkedIn is where that pre-search familiarity gets built, which is why it earns a place here when Instagram does not.
What that means in practice is unglamorous. The company page gets fixed so it does not look abandoned. Your sales people’s profiles get rewritten to read like operators rather than résumés, because a shipper checks the person before the company. Posts go out on a schedule and they are about freight, not motivation: a capacity note on a lane, an explanation of an accessorial that shippers always get billed for and never understand, what actually happens when a receiver refuses a load.
I do not buy connections, run engagement pods, or automate outreach from your profiles. That is a fast way to get an account restricted and a slow way to lose trust with the exact hundred people you needed.
Measuring on cost per qualified RFQ, not cost per click
Clicks are a terrible currency here. So are rankings on their own, and so is a traffic graph, because your traffic includes job seekers, competitors doing rate checks and students writing supply-chain assignments. What I set up instead: call tracking that survives a long consideration window, form submissions tagged by type, and a handoff into your CRM so a request gets marked qualified, quoted, tendered or dead by the person who spoke to them. The number we manage against is cost per qualified RFQ — a request from a company whose freight you actually want and could actually cover.
There is an honest complication here and I would rather raise it than have you discover it in month four. First touch and the RFQ can be separated by a very long time in this business. Last-click attribution will therefore lie to you, usually by giving all the credit to a branded search. That is why I care about the CRM handoff and not only about the analytics dashboard. If your CRM cannot record where a deal came from, fixing that is part of the first month, because everything downstream depends on it.
Paid search, and when I tell you not to run it
Paid works in freight in a few defined situations. Spot and expedited capacity, where someone has a problem today and will call whoever appears. A named service with clear commercial intent, like a specific warehousing type in a specific metro. Defending your own brand term when a competitor or a load board is bidding on it. And a new facility that needs to exist in the market before organic can get there. It works badly on broad head terms, where you pay enterprise prices to reach people who are not buying.
Before I recommend spend I want to know your average revenue per load or per account, roughly how many quotes become tenders, and whether someone answers the phone inside business hours. If quote requests sit for two days, paid search is a bucket with a hole in it and I will tell you to fix the bucket first. When ads do make sense, the build is tight: geography that matches your actual coverage, a long negative list for job seekers, tracking-number lookups and freight-broker training courses, and call tracking on every ad. Spend goes to Google on your card, never through me.
What it costs
Two published tiers, flat monthly, so you can decide before you speak to me.
Starter — $800 a month. On-page work across your core service pages and the RFQ flow. Google Business Profile setup and management for each physical facility. Call and form tracking so we can see where requests actually come from. Technical clean-up on the site. A monthly report and a call with me to read it.
Core — $1,500 a month. Everything in Starter, plus four published pieces a month aimed at the lane, service and qualifier searches your buyers make, internal linking across the whole site, schema markup, proof and credential pages, and the LinkedIn cadence for the company page and your sales profiles. This is the tier that suits most brokerages and 3PLs with more than one service line.
Website builds and landing pages are quoted separately as projects. Paid search management is quoted separately as well, and the ad budget goes to Google directly rather than through my invoice. The same two tiers apply across everything I do and they are published on the pricing page.
What the retainer does not cover: ad spend, software you already run or will need including your CRM, call tracking beyond the numbers I provision, photography and video, paid directory or load-board listings, and custom development outside the scope of a page rebuild. I list that because “starting at” pricing which quietly excludes half the work is how a $1,500 retainer turns into a $3,400 invoice in month two. You will know the number before it happens.
The first 30 days
Week one is access and interrogation. I go through the site, the search data, the CRM if you will give me a view of it, the quote flow, and the last few months of inbound requests. Then I talk to whoever answers the phone and whoever quotes the freight, because their description of what customers ask is better research than any keyword tool.
By the end of week two you get a written findings document: what is broken, what is missing, and what I would build first, ranked by what produces qualified requests soonest rather than by what is easiest. Weeks three and four are execution on the RFQ flow, tracking, and the two or three service pages carrying the most commercial weight. You will not see ranking movement in 30 days. What you should see is the request flow fixed, tracking live, and a clear list of the lanes and services worth owning.
Still reading? That usually means the fit is about right. The call costs nothing and I don’t run a pitch deck.
Days 31 to 60
Build-out. Service pages get written properly. The first lane pages go up. Certification and compliance pages get created for the qualifiers you actually hold. Schema goes in. The LinkedIn cadence starts running, which is usually the first thing your sales team notices, because prospects mention having seen the posts.
Rankings normally begin to move in this window, and they move on the narrow searches first. A lane page with a mode and two cities in it gets traction long before anything broad does. That is the expected order and it is a good sign, not a small one.
Days 61 to 90
By day 90 there should be enough data to answer a real question: are requests arriving from companies you actually want, and where did they come from. That is the entire reason for the tracking work in week one.
Month three is also when I recommend or rule out paid search on evidence rather than assumption, and when we decide which lanes and services get built next. If the qualified request count has not moved and nothing in the pipeline looks different, I would rather say that plainly than dress up a traffic chart. It is also the point at which cancelling costs you nothing, which is the whole design of the arrangement.
Who does the work
I lead every account personally, supported by a team of 17.
The strategy, the audit, the findings document and the monthly call are mine. I read your search data and your request log. I decide what gets built and in what order. When you email, you get me. Production — content drafted to my brief, page builds, technical implementation, citation and listing work — runs through specialists on my team, because that is how the work gets done at a sane price and a sane speed.
I run Sprout Sage Solutions out of Chandigarh, India, and I have been running it since 2020. I say that up front because you will find it anyway. It has practical consequences: my working day overlaps your morning if you are on the US East Coast, and I schedule calls to fit your day rather than mine.
Proof, and what it is actually worth
Here is what I can substantiate. I have shipped 450+ websites since starting Sprout Sage Solutions in 2020. I have 224 jobs delivered on Upwork with a 96% Job Success score, where the review history is public and you can read it yourself. There are 17 Google reviews on the business profile.
What I do not have is a published logistics case study, and I am not going to imply otherwise. The case studies on this site are from other industries. Read them for the mechanics, not as a forecast of what your numbers will do.
The form rebuild teardown is the most directly relevant. It documents a service-business enquiry form rebuilt into a multi-step flow with the mobile call-to-action moved into thumb reach. Freight quote forms fail in exactly the same ways, usually worse, because they ask for more.
The local SEO map pack rescue covers a grid audit across a service area and a full Google Business Profile rebuild. That matters here only for facility-level work, the warehouses and cross-docks, and I would not oversell its relevance to a brokerage. The full set is at the case studies hub.
The closest published work to your category is on the B2B side rather than the freight side. B2B search in Charlotte and manufacturing search in Indianapolis both deal with long cycles, technical buyers and small qualified audiences, which is the same problem shape you have.
The objections I hear most
“Our business comes from relationships, not Google.”
Largely true, and I would not try to talk you out of it. But the relationship starts somewhere, and increasingly it starts with someone checking whether you look competent before they take the meeting your salesperson asked for. The site is not there to replace your sales team. It is there to stop your sales team losing deals in the twenty minutes after a good call, when the prospect quietly looks you up and finds a page that last mentioned your equipment in 2019.
“Why not hire someone in-house?”
Sometimes you should. If your volume justifies a full-time marketer who knows freight, that beats any agency long term. The practical problem is that people who understand both marketing and logistics are rare, expensive and get hired away. I have laid the trade-off out in agency versus in-house, including where in-house wins outright.
“What if it doesn’t work?”
Then you cancel. No notice period, no termination fee, and you keep everything I built. That is the only guarantee I make, and I make it because it is the only one I control. What I would ask is that we define “works” together in month one, in writing, using something measurable — qualified RFQs, quotes issued, tenders won from inbound. Vague expectations are how both sides end up unhappy in month five.
What you keep if you leave
Everything. The website and every page written for it. The Google Business Profiles, in your name, with your access. The tracking setup. The content stays on your site. Any account I provision is created under your ownership from day one, not mine.
No contracts. Cancel any month. Keep everything built. I do not build agency-locked stacks where leaving costs you your tracking numbers or your analytics history. That is a way of keeping clients who want to go, and I would rather keep the ones who want to stay.
Questions logistics operators ask me
Do you work with competing brokerages?
Not in the same lanes and service mix. If there is a conflict I will tell you on the first call and decline. Geographic exclusivity means less in a national freight market than it does in local search, so we define the conflict by service and lane rather than by pin on a map.
How long before this produces RFQs?
Fixing the request flow can change conversion on existing traffic quickly, because that traffic already exists. New rankings on lane and service searches take months, and the RFQ that follows may take months more because it waits for a bid cycle. Anyone giving you a date is guessing and charging you for the guess.
Can you help with carrier or driver recruiting?
Recruiting is a separate funnel with separate economics, and it is not what this retainer is built for. What I will do is stop recruiting traffic contaminating your sales measurement, which is a real problem for asset-based carriers whose careers page outranks everything else they own.
We are a broker without our own trucks. Does that hurt us?
No, but it changes the argument the pages have to make. A shipper choosing a broker is buying coverage, communication and problem resolution rather than equipment, so the proof you need is about your carrier network, your process when a load goes wrong, and your technology — not about a fleet you do not have.
Do you handle content for the RFP itself?
I can help with the reusable parts — capability statements, coverage descriptions, certification and insurance summaries, the standard answers every RFP asks for. The pricing and commercial terms are yours.
Can you sign an NDA before we share volumes and rates?
Yes. Send yours and I will sign it. Rate and customer data does not need to appear in anything I publish anyway.
Book a 30-minute call
The call is free and there is no deck. I look at your site, your search data and your quote flow live, and I give you three specific things to fix that week whether or not you hire me. If we are not a fit, I will say so and tell you what I would do instead.
Book the free 30-minute call, or call me directly at +91 97297 12388.
