[{"data":1,"prerenderedAt":510},["ShallowReactive",2],{"nav-latest-post-en":3,"blog-post-multi-carrier-shipping-negotiated-rates-en":8,"translations-multi-carrier-shipping-negotiated-rates-en":483,"related-multi-carrier-shipping-negotiated-rates-en":492},{"stem":4,"title":5,"category":6,"cover":7},"en\u002Fblog\u002Fmulti-carrier-shipping-negotiated-rates","Multi-carrier shipping: how to diversify without breaking your negotiated rates","Shipping","\u002Fassets\u002Fblog\u002Fmulti-transporteur-tarifs-negocies.jpg",{"id":9,"title":5,"about":10,"author":11,"body":12,"carriers":447,"category":6,"cover":7,"coverAlt":448,"date":449,"description":450,"draft":451,"extension":452,"faq":453,"meta":461,"navigation":462,"path":463,"seo":464,"seoTitle":465,"sources":466,"stem":4,"tags":473,"translationKey":481,"updated":449,"__hash__":482},"blog_en\u002Fen\u002Fblog\u002Fmulti-carrier-shipping-negotiated-rates.md","Multi-carrier shipping strategy for online retailers with negotiated carrier rates","maelle",{"type":13,"value":14,"toc":422},"minimark",[15,66,69,72,77,80,83,86,97,101,104,113,122,129,133,136,139,142,146,152,159,165,168,171,175,178,181,184,187,195,198,201,205,208,215,222,234,241,245,248,251,257,273,280,284,287,293,297,300,303,306,309,312,324,328,335,339,365,368,372,377,380,384,387,391,394,398,401,405,408,412,415,419],[16,17,18,25],"blockquote",{},[19,20,21],"p",{},[22,23,24],"strong",{},"In brief:",[26,27,28,32,35,42,53,56,63],"ul",{},[29,30,31],"li",{},"Sticking with one carrier is not a \"risk\" for an established merchant. It is a quiet cost.",[29,33,34],{},"No carrier is cheapest across every destination and every delivery mode at once. With one, you pay your good rate where it is good and too much everywhere else.",[29,36,37,38,41],{},"The answer is ",[22,39,40],{},"not"," to spread your volume across three carriers: split blindly, it no longer feeds the discount you negotiated.",[29,43,44,45,48,49,52],{},"The rule that holds: ",[22,46,47],{},"concentrate the flow that earns your discount",", and ",[22,50,51],{},"divert only the shipments already outside that base"," that a carrier overprices.",[29,54,55],{},"Two pieces of good news your contract often contains: rates are usually negotiated over the year rather than the month, barring a volume commitment clause worth checking, and a discount often covers a specific segment, a weight bracket or a country, rather than everything you ship.",[29,57,58,59,62],{},"All of this assumes ",[22,60,61],{},"the contract is in your name",". Under an intermediary's account your volume builds someone else's history, and on the day of a dispute you are nobody's customer.",[29,64,65],{},"You negotiated your own rates. Paying a fixed subscription on top of them is not self-evident.",[19,67,68],{},"You have been shipping for years. You called the carriers, compared the grids, argued over brackets, signed. Your rates did not come from a price list: you went and got them.",[19,70,71],{},"So when someone pitches you multi-carrier, what you mostly hear is the usual line, diversify, keep a backup, do not put every parcel in the same van. That pitch is not for you. Your problem was never a carrier going down for a day. Your problem is the money you leave on the table every day without seeing it.",[73,74,76],"h2",{"id":75},"why-running-one-carrier-costs-money-quietly","Why running one carrier costs money quietly",[19,78,79],{},"The mechanism is simple, and it cuts both ways.",[19,81,82],{},"Carrier discounts are built on volume: the more you concentrate, the better the rate you can obtain. The exact shape varies from one contract to the next, monthly brackets in some, volume measured across the year in others, but the principle does not change, and that is precisely why concentration is worth protecting. It is not timidity, it is the lever that produced the rates you have today.",[19,84,85],{},"Yet that same concentration hides a cost, because no carrier is structurally best at everything. One is sharp on lightweight domestic parcels. Another owns the pickup point network. A third is cheapest into Italy. Put everything through one and you pay your negotiated rate on the lanes where it is competitive, and a quietly inflated rate on the lanes where it is not.",[19,87,88,89,96],{},"That cost grows with volume, which is where the subject turns serious. Where the money is concentrated tends to be narrow: in France, for instance, the ",[90,91,95],"a",{"href":92,"rel":93},"https:\u002F\u002Fwww.fevad.com\u002Fchiffres-cles-ecommerce-2026\u002F",[94],"noopener","FEVAD's 2026 key figures"," count 158,200 active online stores, but sites above €10M in revenue represent roughly 1% of players and generate more than 78% of sector turnover. That is a French measurement, not a European or global one, though the shape of it, a small number of merchants carrying most of the volume, is familiar in most mature markets. If you are one of them, the \"simplicity\" of a single carrier costs more than it saves.",[73,98,100],{"id":99},"the-delivery-choice-your-customers-expect","The delivery choice your customers expect",[19,102,103],{},"Cost is not the only limit. Customers now expect a choice at checkout, and no single carrier covers every mode well.",[19,105,106,107,112],{},"The European market is large enough for those expectations to have hardened: it reached €842 billion in 2024, up 7% year on year, with 77.8% of internet users across the EU-27 shopping online, according to the ",[90,108,111],{"href":109,"rel":110},"https:\u002F\u002Fwww.eurocommerce.eu\u002F2025\u002F09\u002Feuropean-e-commerce-report-2025\u002F",[94],"EuroCommerce European E-commerce Report 2025",".",[19,114,115,116,121],{},"Globally, the mix is already split. The ",[90,117,120],{"href":118,"rel":119},"https:\u002F\u002Fwww.ipc.be\u002Fnews-portal\u002Fe-commerce\u002F2026\u002F01\u002F13\u002F08\u002F38\u002Fipc-cross-border-e-commerce-shopper-survey",[94],"IPC Cross-Border E-Commerce Shopper Survey 2025",", which surveyed 30,970 online shoppers across 37 countries in September 2025, finds that on their most recent cross-border purchase 44% took delivery at the doorstep, 13% at a parcel locker and 12% in the mailbox, with locker use rising markedly over the year. Those figures cover cross-border orders specifically, not every parcel, but they are measured across 37 markets rather than one.",[19,123,124,125,112],{},"For a full domestic breakdown, the sharpest available is French, and worth reading as a leading signal rather than an average. Per the FEVAD, home delivery is used by 77% of online shoppers there, but pickup points sit right behind at 76%, ahead of in-store collection (29%), parcel lockers (22%) and post office branches (16%). Taken together, out-of-home options account for 46% of delivery usage. France is an advanced market on this particular behaviour, so treat the number as a direction of travel rather than a figure that describes your own market. The direction is the point: offer one delivery mode and you are ignoring a large and growing share of what shoppers want. Covering that spread at a competitive price across the board is exactly what one carrier cannot do. We unpack the European picture in ",[90,126,128],{"href":127},"\u002Fen\u002Fblog\u002Feuropean-ecommerce-data-your-store","what the data really means for your online store",[73,130,132],{"id":131},"the-real-question-diversifying-without-breaking-your-discounts","The real question: diversifying without breaking your discounts",[19,134,135],{},"This is the part most multi-carrier guides skip, and the only one that matters once you have negotiated.",[19,137,138],{},"Spread 1,000 parcels evenly across three carriers and you risk dropping below each one's discount threshold. You weaken the very lever you concentrated for. Done without method, diversifying costs you money instead of saving it. The objection is sound, and it is why \"just use more carriers\" is bad advice in your situation.",[19,140,141],{},"It is narrower than it looks, though. Two things surface the moment you pull out the contract, and both work in your favour.",[73,143,145],{"id":144},"what-your-contract-actually-says-and-few-merchants-check","What your contract actually says, and few merchants check",[19,147,148,151],{},[22,149,150],{},"The horizon is usually the year, not the month."," Rates are generally negotiated on volume measured at the annual review. Taking a few per cent of your shipments out in March then triggers nothing in April: it weighs at the next renegotiation, which leaves you months to measure whether the gain is worth it. You test before committing, not the other way round.",[19,153,154,155,158],{},"One caveat, and it is the first thing to check: some contracts carry a ",[22,156,157],{},"volume commitment",", sometimes quarterly, and missing it can strip the discount retroactively. The structure is common with the US integrators in particular, and it is no footnote where it applies. Search your contract for the word \"commitment\" before moving anything: whether it is there or not changes your room for manoeuvre entirely.",[19,160,161,164],{},[22,162,163],{},"And a discount rarely covers everything you ship."," This is the part most merchants never exploit. Grids are often negotiated by segment: a very good rate under 2 kg, or into one particular country. If your discount rests on shipments under 2 kg, diverting your heavy parcels does not touch the base it is calculated on. You are not taking a measured risk, you are moving a flow that was never part of the negotiation.",[19,166,167],{},"Hence the first thing to do before any decision: pull out your grids and look at what each discount actually covers. Structures vary a great deal between carriers and are more flexible than merchants assume. A segment you care about can also be renegotiated rather than moved.",[19,169,170],{},"If you cannot answer that for your own contracts, you are not unusual: plenty of merchants, high-volume ones included, know their average rate without knowing which base the discount is calculated on. That is a call to your account manager, not a project. Ask for the detailed grid, segment by segment. Until you have it, every decision between carriers is made blind, including the decision to change nothing.",[73,172,174],{"id":173},"why-the-contract-has-to-be-in-your-name","Why the contract has to be in your name",[19,176,177],{},"One structural point decides everything above it: whose contract your parcels travel under.",[19,179,180],{},"Shipping under an intermediary's account is comfortable. Rates are available immediately, there is nothing to negotiate, and the first parcel goes out the same day. But in that arrangement every shipment you make feeds someone else's volume. You can ship for three years without building any history in your own name, and therefore without ever earning a grid of your own. And the day you want to leave, you start from zero.",[19,182,183],{},"With an account in your name, the reverse holds. Your volume accumulates in your own history, the very one your next grid will be negotiated on. You have a commercial contact at the carrier, and therefore the option to renegotiate a segment rather than put up with it. Carriage is billed to you directly, at your rate, with nobody standing between you and the carrier.",[19,185,186],{},"And the day a parcel goes missing, that difference stops being theoretical. You are the carrier's customer: you open the claim yourself, you have someone to call, you follow it through. Under a third party's contract you are nobody's customer. The claim goes through the intermediary, at their pace and by their priorities, while your buyer waits for an answer from you.",[19,188,189,190,194],{},"Because to your buyer, the intermediary does not exist. They see two parties, your store and the carrier, and it is your store they hold responsible. So you carry full responsibility for an experience whose levers you do not hold, which is the most expensive combination there is. And what is at stake is not the refund on the parcel: one failed delivery is often enough for a customer never to order again. That cost appears on no rate card and weighs far more than a few cents' difference on a label. It is also why the ",[90,191,193],{"href":192},"\u002Fen\u002Fdelivery-experience","delivery experience"," is decided before the parcel ships, not only after.",[19,196,197],{},"The reasoning inverts, it should be said, for anyone who has negotiated nothing. Without a grid of your own, taking the cheapest rate available at the moment of shipping is genuinely the right call, and that is what pooled-volume offers provide. But that rate is not yours and never will be: it is a good starting point, and a ceiling once you have grown.",[19,199,200],{},"This is what makes the whole argument of this article possible. Concentrating a flow to protect a discount means nothing if the discount is not yours.",[73,202,204],{"id":203},"the-rule-that-follows","The rule that follows",[19,206,207],{},"It is more precise than \"diversify\":",[16,209,210],{},[19,211,212],{},[22,213,214],{},"Keep concentrated the flow that earns your discount, the one your grid was negotiated on. Divert only the shipments already outside it, or the ones your carrier handles badly: a weight bracket outside the scope, a specific export lane, a delivery mode it covers poorly.",[19,216,217,218,221],{},"You are not splitting your volume. You are carving off the overpriced slice and leaving the discounted core intact. The difficulty is not accepting the principle, it is knowing ",[22,219,220],{},"which slice",": which weights, lanes and modes already sit outside your discount base, and which of those another carrier prices materially lower.",[19,223,224,225,229,230,112],{},"This is where a multi-carrier platform earns its place, on one condition: that the comparison runs on your real prices. ParcelRush connects to your carrier accounts and applies your negotiated rates, carrier by carrier. At the moment of shipping you compare what you would actually pay, not public list rates that would empty the decision of meaning. Paired with cost tracking carrier by carrier, that is what tells you where diverting pays and where it does not. The mechanics are on the ",[90,226,228],{"href":227},"\u002Fen\u002Fshipping-platform","shipping platform"," page, and once the logic is set you apply it continuously with ",[90,231,233],{"href":232},"\u002Fen\u002Fautomation","automation rules",[19,235,236,237,112],{},"On each order the decision comes down to four variables: your price, transit time, destination, and the delivery mode the customer chose. Their relative weight shifts from order to order, which is exactly why a fixed single-carrier default always ends up overpaying somewhere. A lightweight domestic parcel to a pickup point and a heavy express order abroad do not follow the same calculation. The criteria and the common comparison mistakes are in ",[90,238,240],{"href":239},"\u002Fen\u002Fblog\u002Fcompare-european-carriers-ecommerce","choosing the right carrier for your e-commerce business",[73,242,244],{"id":243},"cross-border-where-a-single-carrier-hurts-most","Cross-border, where a single carrier hurts most",[19,246,247],{},"Across borders the principle that nobody is good everywhere becomes obvious. Your domestic carrier's export rates are rarely its strength, and coverage varies sharply by destination.",[19,249,250],{},"Two cases are worth separating, because they are routinely confused.",[19,252,253,256],{},[22,254,255],{},"Within a customs union there is no customs clearance."," Shipping from France to Germany, or anywhere else inside the EU, requires no customs declaration and no commodity code. The gain sits elsewhere: in the difference in rate and network coverage from one country to the next. A carrier strong in Germany is not necessarily strong in Italy, and among those you can connect (DHL, DPD, FedEx, UPS, CTT, Colissimo) strengths are distributed differently by destination. That is what makes intra-union lanes the first place where diverting usually pays.",[19,258,259,262,263,267,268,272],{},[22,260,261],{},"Customs applies to everything crossing out of that union, or into it from outside."," If you ship from the United States or Asia into Europe, or from Europe into the United Kingdom, Switzerland or the United States, clearance is part of the cost. And there the cost is not the rate, it is the errors. A missing or wrong commodity code triggers holds, extra fees and sometimes a return. ParcelRush suggests an HS code automatically for each product, which saves you looking them up item by item, without relieving you of checking it: the declarant is you. To see which documents a given shipment needs, use the ",[90,264,266],{"href":265},"\u002Fen\u002Ftools\u002Fcustoms-documents-checker","customs documents checker",". The wider framework is on our ",[90,269,271],{"href":270},"\u002Fen\u002Finternational-shipping","international shipping"," page.",[19,274,275,276,112],{},"One export cost is routinely underestimated: the volume billed is not always the actual weight. Oversized packaging inflates the invoice without anything showing on the scale. The calculation and each carrier's rules are in ",[90,277,279],{"href":278},"\u002Fen\u002Fblog\u002Fvolumetric-weight-how-to-calculate","volumetric weight",[73,281,283],{"id":282},"automate-the-routing-so-it-runs-itself","Automate the routing so it runs itself",[19,285,286],{},"The logic above, concentrate the core and divert the overpriced slice, is worth nothing if you re-decide it by hand on every order. It only produces savings when applied systematically.",[19,288,289,290,272],{},"That is what rules are for: you set the conditions once (destination, weight, dimensions, order value) and the matching action (this carrier and this service, or the cheapest label). This lane on that carrier, this delivery mode on another, everything else on your negotiated default. Orders matching no rule wait for a manual choice rather than going out at random. That is the difference between a clever idea and an actual saving. The detail is on the ",[90,291,292],{"href":232},"automation",[73,294,296],{"id":295},"you-already-negotiated-your-rates-why-pay-a-subscription-on-top","You already negotiated your rates. Why pay a subscription on top?",[19,298,299],{},"This is the question worth sitting with. You did the work. You obtained your carrier rates. Why then pay a fixed monthly software subscription on top of prices you already secured yourself?",[19,301,302],{},"ParcelRush is pay-as-you-go: from €0.29 per label, tapering to €0.08 depending on monthly volume, no subscription, using your own negotiated rates. Carriage is still billed by your carrier, at your rate, with no margin on our side.",[19,304,305],{},"We will not claim here that this works out cheaper than any given subscription: it depends on your volume, and that calculation is more yours to make than ours. What the model changes is something else, and it is verifiable. Your software cost follows your activity instead of preceding it: a subscription charges the same in February and in November, while your volumes do not behave that way. A quiet month costs what it produced.",[19,307,308],{},"There is a structural reason behind that wording, and it explains the rest. When an intermediary supplies you with its own rates, its revenue sits in the gap between what it pays the carrier and what it bills you. You do not see that gap and you cannot negotiate it. It also explains something merchants often discover late: connecting your own carrier account is sometimes charged there as an extra, either as a flat fee or per parcel. Your rates deprive the intermediary of its margin on carriage, so it recovers it elsewhere.",[19,310,311],{},"Here, carriage is billed by your carrier, at your rate, with nobody standing in between: there is no gap for anything to sit in. Our revenue is the price of the label, published, and connecting your carrier accounts is included, with no connection fee and no per-shipment surcharge.",[19,313,314,315,319,320,112],{},"Thin margins make that less trivial than it sounds. In France, the FEVAD puts the average online basket at €62, down 3% year on year, with 50% of transactions now under €30. Basket sizes differ by market, so read that as an illustration rather than your own number, but the mechanism travels: on small baskets at scale, every fixed cost added between the order and the label weighs more than it appears. Tier detail is on the ",[90,316,318],{"href":317},"\u002Fen\u002Fpricing","pricing"," page. And if free shipping is part of your offer, set the threshold against your real margin: the break-even is in ",[90,321,323],{"href":322},"\u002Fen\u002Fblog\u002Ffree-shipping-threshold-without-losing-money","set a free-shipping threshold that protects margin",[73,325,327],{"id":326},"post-purchase-the-loop-that-brings-customers-back","Post-purchase: the loop that brings customers back",[19,329,330,331,112],{},"The argument does not end at the label. A legible returns journey turns a refund into a second purchase rather than a dead loss, and it is the same customer a failed delivery drives away. The commercial case is in ",[90,332,334],{"href":333},"\u002Fen\u002Fblog\u002Freturns-ecommerce-conversion-strategy","turn returns into repeat purchases",[73,336,338],{"id":337},"sources","Sources",[26,340,341,349,357],{},[29,342,343,344,348],{},"IPC, ",[90,345,347],{"href":118,"rel":346},[94],"Cross-Border E-Commerce Shopper Survey 2025",", published 13 January 2026: delivery location on cross-border purchases, from 30,970 respondents across 37 countries surveyed in September 2025. The key findings are public; country-level detail is reserved to IPC members.",[29,350,351,352,356],{},"EuroCommerce, ",[90,353,355],{"href":109,"rel":354},[94],"European E-commerce Report 2025",": European market size and online shopper penetration across the EU-27.",[29,358,359,360,364],{},"FEVAD, ",[90,361,363],{"href":92,"rel":362},[94],"Chiffres clés de l'e-commerce 2026",", January 2026 estimates: number of active online stores, revenue concentration, delivery mode usage, average basket and transaction distribution.",[19,366,367],{},"The FEVAD figures measure the French market specifically. They are used here as illustration and as a leading signal, never as a European average or a global one: France is an advanced market on some behaviours, notably out-of-home delivery, and behind others on e-commerce penetration, trailing the Netherlands and Germany. If you ship from outside Europe, treat the mechanisms described in this article as transferable and the numbers as local to France.",[73,369,371],{"id":370},"frequently-asked-questions","Frequently asked questions",[373,374,376],"h3",{"id":375},"does-using-several-carriers-cost-me-the-discount-i-negotiated-with-one-of-them","Does using several carriers cost me the discount I negotiated with one of them?",[19,378,379],{},"The risk is smaller than most merchants assume, provided you read your contract. First, rates are usually negotiated on volume measured over the year rather than month by month, so moving a few per cent of your shipments triggers nothing the following month. Second, a discount often applies to a specific segment, a weight bracket or a destination, rather than to everything you ship: diverting a flow that already sits outside that scope does not touch the base your discount is calculated on. The rule holds either way, keep the flow that earns the discount concentrated, and move only what falls outside it or what your carrier overprices.",[373,381,383],{"id":382},"how-many-parcels-a-month-before-multi-carrier-is-worth-considering","How many parcels a month before multi-carrier is worth considering?",[19,385,386],{},"Volume is the wrong test, which is what makes most answers useless. What matters is how varied your shipments are, not how many. A merchant shipping 2,000 identical parcels, same weight bracket, same country, same delivery mode, probably has nothing to move: the whole volume feeds the discount. A merchant shipping 400, a quarter of them abroad or oversized, already has shipments outside the discount base, and therefore something to gain. The question is not how much you ship but what share of your shipments falls outside the scope your discount is calculated on.",[373,388,390],{"id":389},"can-i-use-my-own-negotiated-carrier-rates-in-parcelrush","Can I use my own negotiated carrier rates in ParcelRush?",[19,392,393],{},"Yes. You connect your carrier accounts and your negotiated rates apply directly, so the comparison at the moment of shipping runs on what you would actually pay rather than on public list rates that would make the decision meaningless. The contracts stay in your name: if you leave, your rates leave with you.",[373,395,397],{"id":396},"how-do-i-know-which-shipments-to-move-to-another-carrier","How do I know which shipments to move to another carrier?",[19,399,400],{},"Start by checking what your discount actually covers in your contract: a weight bracket, a destination, everything you ship. The best candidates are the shipments already outside that scope that another carrier prices materially lower. You find them by comparing your real rates per lane and per delivery mode, and by tracking cost carrier by carrier. In practice they are mostly cross-border lanes and out-of-home delivery.",[373,402,404],{"id":403},"which-carriers-does-parcelrush-support","Which carriers does ParcelRush support?",[19,406,407],{},"DHL, DPD, FedEx, UPS, CTT and Colissimo, compared live on every order using your own accounts. Others are added based on demand.",[373,409,411],{"id":410},"is-multi-carrier-worth-it-if-i-only-ship-domestically","Is multi-carrier worth it if I only ship domestically?",[19,413,414],{},"Often yes, because domestic shipping already spans several delivery modes, home, pickup point, locker, and no single carrier is cheapest across all of them. The gain is still larger for merchants shipping across borders, where carrier strengths diverge most.",[373,416,418],{"id":417},"how-much-does-parcelrush-cost","How much does ParcelRush cost?",[19,420,421],{},"Pay-as-you-go, with no monthly subscription: from €0.29 per label, tapering to €0.08 depending on monthly volume, using your own negotiated rates. Carriage itself is still billed by your carrier at your rates, with no margin taken on our side.",{"title":423,"searchDepth":424,"depth":424,"links":425},"",3,[426,428,429,430,431,432,433,434,435,436,437,438],{"id":75,"depth":427,"text":76},2,{"id":99,"depth":427,"text":100},{"id":131,"depth":427,"text":132},{"id":144,"depth":427,"text":145},{"id":173,"depth":427,"text":174},{"id":203,"depth":427,"text":204},{"id":243,"depth":427,"text":244},{"id":282,"depth":427,"text":283},{"id":295,"depth":427,"text":296},{"id":326,"depth":427,"text":327},{"id":337,"depth":427,"text":338},{"id":370,"depth":427,"text":371,"children":439},[440,441,442,443,444,445,446],{"id":375,"depth":424,"text":376},{"id":382,"depth":424,"text":383},{"id":389,"depth":424,"text":390},{"id":396,"depth":424,"text":397},{"id":403,"depth":424,"text":404},{"id":410,"depth":424,"text":411},{"id":417,"depth":424,"text":418},null,"A parcel handed over on a loading dock, between the warehouse and a delivery van being loaded","2026-08-30","No carrier is cheapest everywhere. How to divert the shipments you overpay on without weakening the discount you negotiated.",false,"md",[454,455,456,457,458,459,460],{"q":376,"a":379},{"q":383,"a":386},{"q":390,"a":393},{"q":397,"a":400},{"q":404,"a":407},{"q":411,"a":414},{"q":418,"a":421},{},true,"\u002Fen\u002Fblog\u002Fmulti-carrier-shipping-negotiated-rates",{"title":5,"description":450},"Multi-carrier shipping without losing your rates",[467,469,471],{"name":468,"url":118},"IPC, Cross-Border E-Commerce Shopper Survey 2025",{"name":470,"url":109},"EuroCommerce, European E-commerce Report 2025",{"name":472,"url":92},"FEVAD, Chiffres clés de l'e-commerce 2026",[474,475,476,477,478,479,480],"multi-carrier","negotiated rates","shipping costs","volume discount","carrier routing","cross-border","e-commerce","multi-carrier-negotiated-rates","_UENVknLvdjLQkJJYjGDb0q49giBxMfw4wn_wJX-FRQ",[484,486,489],{"code":485,"path":463},"en",{"code":487,"path":488},"fr","\u002Ffr\u002Fblog\u002Fexpedition-multi-transporteur-tarifs-negocies",{"code":490,"path":491},"pt","\u002Fpt\u002Fblog\u002Fexpedicao-multi-transportadora-tarifas-negociadas",[493,499,504],{"stem":494,"title":495,"cover":496,"date":497,"category":498,"author":11},"en\u002Fblog\u002Freduce-ecommerce-shipping-costs","How to reduce shipping costs in e-commerce","\u002Fassets\u002Fblog\u002Freduire-couts-envio-ecommerce.jpg","2025-01-08","Carriers",{"stem":500,"title":501,"cover":502,"date":503,"category":498,"author":11},"en\u002Fblog\u002Fvolumetric-weight-how-to-calculate","Volumetric weight: what it is and how to calculate it","\u002Fassets\u002Fblog\u002Fpeso-volumetrico-como-calcular.jpg","2026-08-02",{"stem":505,"title":506,"cover":507,"date":508,"category":509,"author":11},"en\u002Fblog\u002Fhs-hts-codes-customs-clearance","HS & HTS Codes: Avoid Customs Delays and Export Stress-Free","\u002Fassets\u002Fblog\u002Flarge_hs_hts_codes_customs_clearance_export_2025_0e9f462764.jpg","2025-01-14","International",1788210092883]