Haul

Runs from accepted offers

An offer the customer said yes to on Invoices appears here as work. Schedule it, give it a truck and a driver, mark it away and delivered, and print the waybill that travels with the goods and gets signed at the far end.

Run

Planned for

Truck

— pick a truck —

Driver

— one of ours — or a carrier's driver:

Save assignment At the loading point Departed At the delivery point Waybill PDF

Photographs. Each one says what its grade was measured against: the truck's own fix when the driver pressed the button — which is not independent, so agreement is weak and disagreement is strong — or the place, the median of where other runs to this destination actually ended, which is independent and is marked as hindsight.

At handover At the loading point Attach photograph

Uploaded from this desk, a photograph carries no position — the office is not the gate — so it is held as unverified and says so. A grade comes from the driver's phone, or later from the place.

Delivered

Mark delivered

Cancel

Cancel this run

Delivered, with nothing to show

A container that has been handed over and cannot produce a photograph, or produced one that disagrees with where the truck said it was. Empty is the good state. A disputed container is worth a hundred disputed parcels and the evidence on it used to be a signature, which is a shape drawn by whoever was holding the phone.

Where the runs say these places are

Nobody typed any of this. It is the median of where trucks to each destination actually ended — median rather than average, so one driver who pressed Delivered on the motorway does not drag the pin across town. A destination needs two other runs before it is allowed to say anything about a third, for the reason db/041 gives: a pin taught by a delivery cannot then grade that same delivery.

What is on the clock

Worst first, by days accruing right now. Two clocks, and they are not the same clock: demurrage is the box sitting full inside the terminal past its free days, and it stops when the box goes through the gate. Detention is the box outside, on somebody's yard, and it stops when the empty goes back. Different free days, from different clauses, and a day is never both.

Demurrage does not wait for the release. Free days run from discharge, so a box nobody has cleared yet is still costing money — which is exactly the case worth seeing, because it is a partner being slow with somebody else's meter running.

What the clock is costing

Days are the measurement; money is the consequence, and it is the consequence that gets a truck sent today rather than on Friday. A line charges in rising bands — the first days past free are cheap and the later ones are designed to make you move the box — so the figure that decides anything is what one more day costs, not the average of the days so far.

This is exposure, not an invoice. The shipping line bills the importer on its own paper; what this says is what the meter reads. A box whose line and type have no tariff shows its days and no money — a guess here would be indistinguishable from a checked figure, which is the rule the table above already follows about free days.

What a day past free costs

Bands, as they read on the line's tariff: 5@120, 10@240, 480 means days 1–5 at GH¢120 a day, 6–10 at GH¢240, and everything after that at GH¢480. The last figure has no day against it because it is open-ended — a tariff that stopped would charge nothing for the most expensive day on it.

Past its free days with goods still inside

A shipping line charges per day, per box, and it starts the moment the free days run out whether or not anybody has opened the doors. These are the containers where both halves are true at once: the clock has run out and there is still something in there.

Boxes whose free days nobody has recorded are not here — they are in the next table, because an unanswered question is not a zero and putting a guess on this list would make the worst row on the page unreadable.

Boxes with no free days recorded

Free days are a term on the shipping line's contract, per bill of lading. Osoro does not set them and cannot work them out, so a blank stays blank — a guess that reaches a money report cannot be told apart from a checked fact. These are the ones where somebody still has to read the paper.

What is in the box

A container is one client's goods across many products, which is the same thing an expected delivery already is — so putting a delivery in a box is the whole link, and unstuffing is then the receiving the floor already does, counted against the box instead of against a piece of paper.

The point is the row above: three free days left and forty per cent received is a number somebody can act on, and until now its two halves lived on different screens. A box whose free days have run out with goods still in it is the most expensive row on this page.

The fleet

A truck is its own thing, not a column on a driver. It outlives the driver rostered to it, two drivers share one across a double shift, and an axle configuration is a fact about the vehicle rather than about who is sitting in it — which is why the weighbridge work needs this table to exist first.

Leave the class blank if nobody has recorded it. A blank is not recorded; it is never guessed, because the class decides what a truck may be given.

Hauls somebody else drives

A job handed to another carrier has two prices: what the client is charged and what the carrier is paid. The gap is the whole commercial result, and until now nothing here could express either half.

The rate is often settled on the telephone after the box has already moved, so leaving it blank is normal. A blank stays blank: if it became a zero the job would report at full margin exactly when nobody knows what it cost, and that is a number that looks best when it knows least.

What a long haul has to clear

No limit is shipped with this system. The Ghana Highway Authority enforces the Road Traffic Regulations, 2012 on axle load and gross weight, and it does not publish the figures on the page that says so — and ECOWAS axle-load harmonisation was reported as taking effect in 2026. A figure read out of the 2012 instrument may already be superseded.

So the limits are yours to state, with a citation. A wrong one is worse than none in both directions: too low and it refuses legal loads, too high and it passes illegal ones and the fine is somebody's surprise at a weighbridge. Until a limit is stated, a ticket below reads “no limit stated” — never “within”.

Weighbridge tickets

Permits

The kind is free text on purpose: a list of permit types that is missing one refuses to record a permit that exists, which is worse than a typo in a name.

What we ran empty

A truck finishes in Kumasi and its next job starts in Tema. Those kilometres are run with an empty trailer and nobody pays for them. Nothing records that drive, because it is not a job — it is the gap between two, so it is worked out rather than written down.

The distances are estimates: a straight line times the rate card's detour factor, which is what db/044 chose for courier billing and is still a model of a road rather than a road. Over 250 km of the Accra–Kumasi road that error is not small, and a number used to argue for a change should not pretend otherwise.

Put a box on a job

A container and the haul that moves it are two things, and one box takes several jobs over its life: collected from the terminal, moved onward, and the empty taken back. One truck can also carry two boxes, which is why units has been on a haul since db/088.

Only jobs priced on a haul rate card are offered, and the database refuses the rest. A container moved on a courier or last-mile card invoices at a per-drop fee — ADR 0026's forty-foot container at GH¢20, which is the failure this control exists to stop.

Book a box in

The container number is checked as you type: the last digit is a check digit over the other ten, so one wrong character fails about ten times in eleven. That is what it is for — a mistyped number is a driver at the wrong stack while the free days keep running.