Chain Reaction: Dispatch Science CEO Arthur Axelrad on Turning Logistics into a ‘Customer Experience Engine'
Chain Reaction is Sourcing Journal's discussion series with industry executives to get their take on today's logistics challenges and learn about ways their company is working to keep the flow of goods moving. Here, Arthur Axelrad, co-founder & CEO of Dispatch Science, discusses how the transportation management company is leveraging artificial intelligence (AI)-powered solutions to streamline operations and provide real-time visibility for customers.
Name: Arthur Axelrad
More from Sourcing Journal
US, Allies Warn of Russian Cyber Campaign Targeting Western Logistics Firms
Logistics M&As: E2Open Taken Private in $2.1B Deal, UPS Sells Ware2Go to Stord
US-Based Chinese Logistics Firms Caught Using Counterfeit USPS Labels
Title: Co-founder & CEO
Company: Dispatch Science
What is Dispatch Science?
Dispatch Science is a cloud-first logistics and delivery software platform and a leader in next-generation transportation management software for last-mile couriers and delivery businesses.
We use the power of AI, algorithms and integrated route optimization to simplify and streamline all aspects of dispatching and delivery operations for on-demand and last-mile shippers, carriers and couriers.
What industries do you primarily serve?
We primarily serve courier and parcel delivery, medical and pharmaceutical logistics, retail and e-commerce and third-party logistics (3PLs) companies.
Which industry do you think has the most to teach fashion about improving their supply chain logistics?
I'd say that medical logistics is a good one to look to. When you're handling life-saving medications or organ transplants, you need to develop and uphold incredible precision surrounding the chain of custody—every item tracked from source to patient with complete auditable logs. Fashion brands, especially luxury and sustainability-focused ones, could learn so much from this. Imagine being able to prove the authentic journey of a limited-edition handbag or verify those sustainability claims everyone's making.
The exception management protocols in medical are also fascinating—they have sophisticated workflows for when things go wrong, rather than scrambling to figure it out in the moment. For example, if a temperature-controlled pharmaceutical shipment goes outside the required range, there are predefined protocols: immediate alerts to all stakeholders, automatic rerouting to the nearest compliant facility, documentation requirements for regulatory compliance and clear escalation paths depending on the severity.
Compare that to fashion, where a delayed shipment of limited-edition sneakers might trigger a flurry of panicked phone calls and improvised solutions. Medical logistics teaches you to plan for failure scenarios upfront, so when they happen—and they will—you have tested procedures that minimize impact and maintain service levels.
What are the main things brands and retailers could do (or stop doing) right now that would immediately improve logistics?
Replacing legacy electronic data interchange (EDI) systems with modern advanced passenger information (API) systems. I can't tell you how many companies I see still operating on batch processing that updates once or twice a day while their customers expect real-time everything. It's like trying to compete in Formula 1 with a horse and buggy! Even streamlining packaging can give immediate returns. We've seen clients substantially cut shipping costs by rightsizing boxes and ditching unnecessary materials. Above all, though, I'd encourage leaders to stop thinking of logistics as this necessary evil and start treating it as a customer experience engine instead. A delivery experience is often the last touchpoint a customer has with a brand, so they need to make it memorable for the right reasons.
When it comes to creating efficiencies, there are quick wins and longer plays. What are a few things your company is doing to help its partners succeed on both fronts?
For immediate impact, we insist on carriers using tech-enabled solutions with AI-based route optimization. This isn't just about transparency (though that's important), it's about real cost reduction through better routing. Automating customer notifications is another quick win that dramatically reduces support calls.
Long-term, we're focused on building predictive analytics capabilities for demand and capacity planning. This helps get ahead of seasonal fluctuations rather than constantly reacting. The holy grail is of course end-to-end visibility with both upstream and downstream partners. When suppliers, carriers and customers are all connected through shared data, companies can best optimize the entire network rather than just their piece of it. Our platform is modular, too, so it scales with clients from startups to enterprise fleets.
What is the one thing brands and retailers could be doing to make better use of technology to improve logistics?
Integration, integration, integration! Most companies have these islands of technology: Their transportation management system (TMS) talks to their warehouse system, their inventory system talks to their point of sale (POS), but nothing talks to everything else. When you create a unified view of operations, however, you unlock optimization opportunities that weren't visible before.
This integration enables AI-powered demand forecasting, dynamic pricing and real-time visibility platforms that actually improve customer communication and reduce failed deliveries. The technology exists, it's just a matter of connecting the dots.
Are you optimistic about the state of supply chains in the next few years?
I'm cautiously optimistic. Yes, we're dealing with unprecedented challenges like labor shortages, geopolitical instability and evolving consumer expectations. However, the rapid adoption of AI, automation and data-driven decision-making is creating much more resilient and adaptive supply chains.
What gives me the most hope is seeing technology democratization happen in real-time. Smaller operators are gaining access to capabilities that were previously only available to enterprise companies. When a 50-truck carrier can compete on technology with a 5,000-truck fleet, it levels the playing field and drives innovation across the entire industry.
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Yahoo
14 minutes ago
- Yahoo
Trump Pledge of Quick China Magnet Flows Has Yet to Materialize
(Bloomberg) -- Almost 10 days since President Donald Trump declared a 'done' trade deal with Beijing, US companies remain largely in the dark on when they'll receive crucial magnets from China — and whether Washington, in turn, will allow a host of other exports to resume. Security Concerns Hit Some of the World's 'Most Livable Cities' One Architect's Quest to Save Mumbai's Heritage From Disappearing JFK AirTrain Cuts Fares 50% This Summer to Lure Riders Off Roads NYC Congestion Toll Cuts Manhattan Gridlock by 25%, RPA Reports Taser-Maker Axon Triggers a NIMBY Backlash in its Hometown While there has been a trickle of required permits, many American firms that need Chinese minerals are still waiting on Beijing's approval for shipments, according to people familiar with the process. China's system is improving but remains cumbersome, they said, contrary to Trump's assurances rare earths would flow 'up front' after a June 11 accord struck in London. The delays are holding an array of American industries hostage to the rocky US-China relationship, as some firms wait for magnets and others face restrictions selling to China. That friction risks derailing a fragile tariff truce clinched by Washington and Beijing in Geneva last month, and triggering fresh rounds of retaliation. Interviews with multiple Western buyers, industry insiders and officials familiar with discussions revealed frustration over vague policies in both countries and lingering confusion about what level of magnet approvals from China would trigger Trump to abandon his tit-for-tat export curbs. 'Even if export approvals accelerate, there are so many unknowns about the licensing regime that it's impossible for companies to have a strong sense of certainty about future supply,' said Christopher Beddor, deputy China research director at Gavekal Research. 'At a minimum, they need to factor in a real possibility that talks could break down again, and exports will be halted.' In response to China's sluggishness on magnets, Trump last month restricted US firms from exporting chip software, jet engines and a key ingredient to make plastic to China until President Xi Jinping restores rare-earth exports. Companies subject to Washington's curbs have halted billions of dollars in planned shipments as they wait for players in unrelated sectors to secure permits from Beijing, which could take weeks or even months to process, given the current pace. Corporate chiefs affected by the export-control spat have sought clarity from the administration on its strategy, according to people familiar with the matter. The Commerce Department — which administers the rules — has offered few details, they added. Oil industry executives have tried to convince Trump officials that blocking exports of ethane — a gas used to make plastics — is contrary to US national security interests, according to people familiar with the deliberations. Business leaders have asked for export restrictions to be removed but that's been unsuccessful so far, the people said. Energy and chemical giant INEOS Group Holdings SA has one tanker full of ethane waiting to go, while Enterprise Products Partners has three to four cargo ships stuck in limbo, according to a person familiar with the matter. That's particularly galling because China has adequate ethane supplies in reserve and can switch to using naphtha from the Middle East and other regions for much of their production, the people said. Representatives from the companies did not respond to requests for comment. Industry figures have consistently told the Trump administration the ethane export restrictions are inflicting more pain on US interests than on China, according to the people. China's Ministry of Commerce, which administers export licenses, hasn't responded to Bloomberg's questions on how many for rare earths have been granted since the London talks. At a regular briefing in Beijing on Thursday, spokesperson He Yadong said Beijing was 'accelerating' its process and had given the go-ahead to a 'certain number of compliant applications.' Access to rare earths is an issue 'that is going to continue to metastasize until there is resolution,' said Adam Johnson, chief executive officer of Principal Mineral, which invests in US mineral supply chains for industrial defense. 'This is just a spigot that can be turned on and off by China.' China only agreed to grant licenses — if at all — for six months, before companies need to reapply for approvals. Firms doing business in the US and China could see recurring interruptions, unless the Commerce Ministry significantly increases its pace of process applications. Adding an extra layer of jeopardy for US companies, Chinese suppliers to America's military-industrial base are unlikely to get any magnet permits. After Trump imposed sky-high tariffs in April, Beijing put samarium — a metal essential for weapons such as guided missiles, smart bombs and fighter jets — on a dual-use list that specifically prohibits its shipment for military use. Denying such permits could cause ties to further spiral if Trump believes those actions violate the agreement, the terms of which were never publicized in writing by either side. That sticking point went unresolved during roughly 20 hours of negotiations last week in the UK capital, people familiar with the details said. Complicating the issue, companies often buy magnets from third-party suppliers, which serve both defense and auto firms, according to a person familiar with the matter. That creates a high burden to prove to Chinese authorities a shipment's final destination is a motor not a missile, the person added. Beijing still hasn't officially spelled out the deal's requirements, nor has Xi publicly signaled his endorsement of it — a step Trump said was necessary. 'The Geneva and London talks made solid progress towards negotiating an eventual comprehensive trade deal with China,' White House spokesman Kush Desai said. 'The administration continues to monitor China's compliance with the agreement reached at Geneva.' China's Commerce Ministry is working to facilitate more approvals even as it asks for reams of information on how the materials will be used, according to people familiar with the process. In some cases, companies have been asked to supply data including detailed product designs, one of the people said. Morris Hammer, who leads the US rare-earth magnet business for South Korean steelmaker Posco Holdings Inc., said Chinese officials have expedited shipments for some major US and European automakers since Trump announced the agreement. China's Advanced Technology & Materials said Wednesday it had obtained permits for some magnet orders, without specifying for which destinations. The company's customers include European aerospace giant Airbus SE, according to data compiled by Bloomberg. Around half of US suppliers to Toyota Motor Corp., for example, have had export licenses granted, the company said – but they're still waiting for those materials to actually be delivered. It's likely some of the delays are transport-related, one of the people said. Even with permits coming online, rare-earth materials are still scarce because overseas shipments were halted for two months starting in April, depleting inventories. Trump's agreement 'will allow for rare earths to flow out of the country for a short period of time, but it's not helping the auto industry because they're still talking shutdowns,' Hammer said. 'Nobody trusts that this thaw is going to last.' For many automakers, the situation remains unpredictable – forcing some to hunt for alternatives to Chinese supplies. Two days after Trump touted a finalized trade accord in London, Ford Motor Co. Chief Executive Officer Jim Farley described a 'day-to-day' dynamic around rare-earths licenses – which have already forced the company to temporarily shutter one plant. General Motors Co. has emphasized it's on firmer footing in the longer term, because it invested in domestic magnet making back in 2021. The automaker has an exclusive deal to get the products from MP Materials Corp. in Texas, with production starting later in the year. It has another deal with eVAC of Germany to get magnets from a South Carolina plant starting in 2026. In the meantime, GM and its suppliers have applied for permits to get magnets from China, a person familiar with the matter said. Scott Keogh, the CEO of Scout Motors — the upstart EV brand of Volkswagen AG — told Bloomberg Television his company is re—engineering brakes and drive units to reduce the need for rare earths. Scout is building a plant in South Carolina to make fully electric and hybrid SUVs as well as trucks starting in 2027. Until the rare-earth supply line is re-opened to Washington's satisfaction, Trump has indicated that the US is likely to keep in place its own export restrictions. Senior US officials have suggested the curbs are about building and using leverage, rather than their official justification: national security. Commerce Secretary Howard Lutnick said the measures were used to 'annoy' China into complying with a deal US negotiators thought they'd already reached. Restrictions on sales to China of electronic design automation software for chipmaking are emblematic of the standoff. Those EDA tools are used to design everything, from the highest-end processors for the likes of Nvidia Corp. and Apple Inc. to simple parts, such as power-regulation components. Fully limiting China's access to the best software, made by a trio of Western firms, has been a longtime priority in some Washington national security circles — and would build on years of US measures targeting China's semiconductor prowess. While some senior Trump officials specifically indicated the administration would relax some semiconductor-related curbs if Beijing relents on rare earths, EDA companies still lack details on when, and whether, their China access will be restored, said industry officials who requested anonymity to speak candidly. Even if that happens, there's worry that heightened geopolitical risks will push Chinese customers to hunt for other suppliers or further develop domestic capabilities. 'The risk is there for the London deal to fall apart,' said Alicia Garcia Herrero, chief economist for Asia Pacific at Natixis. 'Because rare earths is a very granular issue and mistakes can be made.' --With assistance from Jennifer A. Dlouhy, David Welch, Lucille Liu, James Mayger, Jing Li, Joe Ryan and Nicholas Lua. Luxury Counterfeiters Keep Outsmarting the Makers of $10,000 Handbags Ken Griffin on Trump, Harvard and Why Novice Investors Won't Beat the Pros Is Mark Cuban the Loudmouth Billionaire that Democrats Need for 2028? The US Has More Copper Than China But No Way to Refine All of It Can 'MAMUWT' Be to Musk What 'TACO' Is to Trump? ©2025 Bloomberg L.P. Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
Yahoo
14 minutes ago
- Yahoo
Chip equipment stocks fall after US plans to revoke China waivers
-- Taiwan Semiconductor Manufacturing (NYSE:TSM) stock fell 2%, Lam Research (NASDAQ:LRCX) shares tumbled 5%, and Applied Materials (NASDAQ:AMAT) dropped 4% following reports that a U.S. official plans to revoke technology waivers for chipmakers operating in China. Jeffrey Kessler, who leads the export controls unit at the Commerce Department, has informed major semiconductor manufacturers including Taiwan Semiconductor Manufacturing, Samsung Electronics (KS:005930), and SK Hynix of his intention to cancel blanket waivers that currently allow them to ship American chip-making equipment to their factories in China without applying for separate licenses each time, according to the Wall Street Journal. The potential policy change is reportedly part of the Trump administration's broader efforts to restrict critical U.S. technology from going to China. If implemented, the move could create significant disruption both diplomatically and economically, coming shortly after the U.S. and China established a trade truce in London. White House officials have stated that this action would not represent a new trade escalation but would instead align the licensing system for chip equipment with China's existing system for rare-earth materials. They added that the U.S. and China continue to make progress on completing their London agreement. "Chip makers will still be able to operate in China. The new enforcement mechanisms on chips mirror licensing requirements that apply to other semiconductor companies that export to China and ensure the United States has an equal and reciprocal process," a Commerce Department spokesman said. The semiconductor equipment sector is particularly vulnerable to changes in U.S.-China trade policy, as many companies rely on access to the Chinese market for significant portions of their revenue. Related articles Chip equipment stocks fall after US plans to revoke China waivers QXO won't participate in bidding war for GMS - source Reddit in talks to use Sam Altman's World ID for user verification - Semafor
Yahoo
22 minutes ago
- Yahoo
India says it has yet to decide where to analyse crashed plane's recorders
By Hritam Mukherjee (Reuters) -India has yet to decide where the black box recorders from last week's fatal crash of an Air India plane will be analysed, the government said on Thursday. Earlier, Indian newspaper The Economic Times reported that India planned to send the recorders to the U.S. for analysis as the fire that followed the crash had damaged them to an extent it would be impossible to extract data in India. The crash of the Boeing Dreamliner moments after take-off from the western city of Ahmedabad on June 12 killed 241 people on board and at least 30 on the ground in the world's worst aviation disaster in a decade. The government said in a statement that the decision on where the decoding of the recorders would take place would be made after India's Aircraft Accident Investigation Bureau (AAIB) has made a "due assessment" of all technical, safety and security considerations. AAIB's Director General GVG Yugandhar told Reuters earlier in an emailed response that the Economic Times report was "factually incorrect", but gave no further details. The government statement did not explicitly rule out the possibility of the flight recorders being sent to the United States. It asked for people not to speculate on what it called sensitive matters and stressed the crash probe was progressing with all necessary support from local authorities and agencies. Planes' black boxes have two components - the flight data recorder and cockpit voice recorder - and provide crucial insights for crash investigators, including altitude and airspeed data and pilot conversation records that help determine probable causes of crashes. The Economic Times report said recorder data would be extracted at the National Transportation Safety Board's Washington-based laboratory and shared with the AAIB in the presence of Britain's Air Accidents Investigation Branch. The NTSB and UK's AAIB said in separate statements that India's accident investigating body would release more information on the probe. Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
