Contracted routes from your DC or warehouse into modern trade, general trade and supermarket DCs. Capacity committed to your lane, and the receiving window, gate and signatory held on the job itself — so the route runs the same way whoever is driving it that day. Tracking, ePOD and reporting are included. 4W to 10W, cold chain, and import/export forwarding.
Built by a team with ten years running logistics operations in Thailand.
Dodo Logistics is not a marketplace and not an on-demand app. Every route we run is a contracted, recurring job with capacity committed to it and a team briefed on how that lane runs.
Most of what we carry is restocking — goods going to a shop, a branch or a line so there is something to sell. An empty shelf at opening is a sale that does not happen, which is why landing in the window matters more here than on a load that can go tomorrow.
Replenishment into modern trade and general trade outlets. Multi-drop, in sequence, each store with its own receiving window, gate and paperwork.
Consolidated loads into a retailer's distribution centre against a booked slot, with the pallet and label standards that centre expects.
Modern trade and supermarket DCs receive against a booked window. Miss it and the load is not late, it is turned away and rebooked for another day. Your stock stays on the truck, the shelf stays empty, and that day's selling simply does not happen.
The job is not finished when the goods are off the truck. Until the signed invoice or delivery note is back with your finance team, they cannot bill the customer or chase the payment. A copy left in a store office is revenue you have earned and cannot collect.
Every unfamiliar driver means explaining the gate, the receiving rules and who signs all over again — and when it does not get passed on, the drop is refused. We hold those instructions on the job itself, so you tell us once and a cover driver gets the same brief.
Domestic transportation, freight forwarding, and logistics software. Take one of them, or all three.
Dedicated vehicles, milk runs and ad-hoc charters anywhere in Thailand, from a single 4-wheel drop in Bangkok to 10-wheel linehaul upcountry.
Import and export moves handled end to end — sea and air, FCL and LCL — with customs coordination and the first and last mile on our own trucks.
The transport management system we run our own operation on, configured for your flows and your rate card — or built to spec if you need something we haven't got.
Pick the class that fits the load rather than paying for the truck a vendor happens to have free. Payload, body and volume below are indicative; loading volume depends on how the goods stack, and exact specs are confirmed on quotation.
| Class | Payload | Body (L × W × H) | Volume | Typical use |
|---|---|---|---|---|
| 4W4-wheel pickup · รถ 4 ล้อ | up to 1,000 kg | 2.0 × 1.5 × 1.6 m | ≈ 4.8 m³ | City distribution, same-day, small multi-drop |
| 4WJ4-wheel jumbo · 4 ล้อจัมโบ้ | up to 1,500 kg | 2.5 × 1.7 × 1.8 m | ≈ 7.6 m³ | Bulky but light loads, retail replenishment |
| 4W 2.5T4-wheel 2.5 tonne | up to 2,500 kg | 3.2 × 1.8 × 1.9 m | ≈ 10.9 m³ | Mid-weight urban and provincial runs |
| 4W 5T4-wheel 5 tonne | up to 5,000 kg | 4.3 × 2.0 × 2.1 m | ≈ 18.1 m³ | Heavier urban loads where a 6W can't access |
| 6W6-wheel · รถ 6 ล้อ | up to 7,000 kg | 6.0 × 2.3 × 2.3 m | ≈ 31.7 m³ | Regional distribution, DC to store, project moves |
| 10W10-wheel · รถ 10 ล้อ | up to 15,000 kg | 7.2 × 2.3 × 2.4 m | ≈ 39.7 m³ | Linehaul, port drayage, factory to DC |
| Cold chainChilled & frozen · รถห้องเย็น | up to 1,100 kg | 4W reefer body | ≈ 5 m³ | −18°C frozen to +8°C chilled, temperature logged end to end |
Every system below runs our own fleet every day. You get the same tooling as part of the service, or licensed on its own as SaaS if you run your own trucks.
Bookings in by portal, file upload or API. Jobs allocated to the right vehicle class, with the rate applied at the point of booking rather than argued about later.
Multi-drop sequencing against real road networks, time windows and vehicle constraints — the difference between a plan that looks good and one a driver can actually run.
GPS position, status per drop, photo and signature proof of delivery, and an exception alert the moment a job slips — not at the end of the day.
Invoices built from delivered jobs against your contracted rate card, with WHT, VAT and credit notes handled properly. Disputes drop when the backup is attached.
Onboarding, documents, compliance and payout for own drivers and subcontractors, so capacity can scale without the control dropping.
On-time performance, cost per drop, utilisation and lane profitability — the numbers a supply chain lead gets asked for, ready before the meeting.
Dodo Logistics was founded by the operators and engineers who spent the last ten years building and running large-scale last-mile and B2B logistics networks in Thailand, and the systems behind them.
Our job is execution. The software exists to make the execution reliable, not the other way round.
What a customer is actually buying is stock on the shelf. A delivery that misses its window is a product that cannot be sold that day, and no amount of tracking makes up for it. So the work goes into the parts that decide whether the goods arrive: capacity on peak days, proof when a delivery is disputed, and a bill that reconciles the first time.
We built the software because the operation needed it. You get both, because separating them is what makes logistics opaque.
Ten years of Thai operations — linehaul, distribution, last mile and cold chain — across retail, F&B, FMCG, e-commerce and industrial shippers.
Our TMS, route optimiser, driver app and billing engine are built and maintained by our own engineers, so a change goes to the people who wrote it rather than into a vendor queue.
Thai-registered, Thai-speaking operations team, with the relationships and the subcontractor network to find capacity when the market is tight.
The gains are not dramatic claims — they are the ordinary costs that go away once a lane has capacity committed to it and its rules are written down rather than remembered.
A team working to the route's own brief — slot, gate, who signs — gets turned away far less often than one improvising. A rebooked delivery costs you twice.
Trucks, forwarding and the tracking system sit under one agreement, so when a delivery is at risk there is one number to call and nobody to point at.
Live tracking, ePOD and reporting come with the service, so you are not licensing a visibility tool on top of the freight to find out where your stock is.
Signed invoices are tracked like a second delivery and chased when a store holds one, so your AR team can collect. Our own bills come from delivered jobs with the proof attached.
No drawn-out discovery exercise. Show us the work as it runs today and we come back with a way to run it and a number.
Where it hurts today, how the flow runs now, and whatever operational data you can share — volumes, drops per run, lanes, delivery windows.
You get a proposed way of running the work and the expected pricing, usually within the next working day.
Multi-site, multi-temperature or heavily sequenced work gets modelled before we quote. Better to take the extra days and give you a number that holds.
Price is usually what decides the business, and we will be straight with you on it. But the costs that never reach a rate card are just as real — a drop that gets refused, an invoice you cannot collect against, an afternoon spent reconciling a bill. Reliability, systems that make your own data usable, and people who actually pick up are part of what you are buying.
Straight answers to what shippers ask us first.
Dodo Logistics operates seven classes: 4W (4-wheel pickup, up to about 1,000 kg), 4WJ (4-wheel jumbo, up to about 1,500 kg), 4W 2.5T (up to about 2,500 kg), 4W 5T (up to about 5,000 kg), 6W (6-wheel, up to about 7,000 kg), 10W (10-wheel, up to about 15,000 kg), and a 4W cold chain reefer (up to about 1,100 kg, around 5 m³) running between −18°C and +8°C. Exact payload and body dimensions are confirmed on quotation.
Nationwide. We run Bangkok and the surrounding provinces daily, plus linehaul and distribution to all regions of Thailand — the Eastern Economic Corridor, the North, Northeast and South — using our own fleet backed by a vetted subcontractor network for peak capacity.
Yes. Our cold chain vehicles carry chilled and frozen loads between −18°C and +8°C, with temperature logged through the trip and visible alongside the delivery record, so you have the evidence trail for food safety and customer claims.
Import and export forwarding by sea and air — FCL and LCL — with customs brokerage coordination, documentation, and port, free-zone or door-to-door drayage on our own trucks. Because the forwarding and the trucking sit with one operator, the handover between them is not where your shipment gets lost.
Both. Transport customers get order management, live tracking, ePOD and reporting included as part of the service. The platform is also licensed on its own as SaaS — transport management, route optimisation, driver and vendor management, and automated billing — for shippers and carriers who run their own fleets, and we build to spec where a flow is specific to your business.
A team of operators and engineers who spent the last ten years building and running large-scale last-mile and B2B logistics networks in Thailand. The people who designed the operation, the rate cards and the billing systems at that scale are the same people running Dodo Logistics.
Send us the lanes (origin and destination), the volume and frequency, the vehicle class or load weight and dimensions, and anything special such as temperature control, tail lift or time windows. Use the enquiry form below or email us, and we will come back with an indicative rate card.
Lanes, volumes and vehicle class — or just describe the problem and we will tell you whether we are the right fit.