Solutions
Different loads.
Different leaks.
A tipper fleet and a parcel fleet lose money in entirely different places. These are the five shapes we see most often across Indian operators, and what closing the gap looks like in each.
01 — Bulk & tipper
Short legs, high frequency, thin margin.
Sand, aggregate, ore and cement move on trips too short to absorb a mistake. Twelve legs a day at a ₹400 error each is a vehicle’s monthly profit gone by the third week.
Where it leaks
- Weighbridge slips reconciled weekly, so short-loading is found long after the driver has moved on
- Idle time at the quarry and the plant billed to nobody
- Trip counts disputed with the site because both sides keep their own tally
What changes
Each leg closes at the weighbridge with a photo, so tonnage carried and tonnage billed are the same number by evening. Idle hours attach to a site, not to the ether — which turns a standing argument into a line item.
02 — Container & ICD haulage
Detention is the whole business.
The line haul is priced to the rupee and competitive to the point of pain. Everything you actually earn or lose happens waiting at the port, the ICD or the factory gate.
Where it leaks
- Detention clocks started from memory, so claims are weak and often abandoned
- Empty repositioning treated as overhead rather than costed to a customer
- Round-trip profitability never computed — only the loaded leg gets priced
What changes
Gate-in and gate-out are timestamped events with photographic backing, so a detention claim is evidence rather than assertion. Empty legs carry cost against the trip that caused them, and the P&L is struck on the round trip.
03 — Tanker fleets
Compliance is a cost centre until it’s a shutdown.
Petroleum, chemical and edible-oil movement carries documentation weight no other segment does. The paperwork is not overhead — it is the licence to operate.
Where it leaks
- Calibration, licence and driver-certification expiry tracked on a wall calendar
- Decant variance absorbed silently instead of investigated per route
- Route restrictions enforced by driver habit rather than by dispatch
What changes
Every certificate has an expiry the system watches, and a vehicle whose papers lapse cannot be allocated. Decant variance is tracked per route and per driver, so a pattern surfaces before it becomes a quarter.
04 — Parcel & LTL distribution
A hundred small costs, none of them tracked.
Multi-drop distribution hides its economics in aggregate. The route looks profitable; four of its nineteen stops are not, and nothing in the monthly report says which four.
Where it leaks
- Cost per drop never computed, so unprofitable stops are subsidised indefinitely
- Failed deliveries re-attempted without anyone pricing the second run
- Vehicle fill measured by weight when the constraint is volume
What changes
Every drop carries its own cost, built from the detour it added and the time it took. Re-attempts are priced against the original consignment, which makes the conversation with the customer a factual one.
05 — Staff & passenger transport
Billed per seat, run per kilometre.
Corporate and institutional transport is contracted on headcount and operated on distance. When occupancy drifts, the contract stops covering the route and nobody notices for two quarters.
Where it leaks
- Occupancy assumed at contract signing and never re-measured
- Routes accreted stop by stop until they no longer resemble the costing
- Overtime and night batta reconstructed from memory at month end
What changes
Actual occupancy is measured against contracted occupancy on every run, so renegotiation is backed by a number. Routes are re-scored as stops are added, and the moment one falls below its contract price you are told.
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