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There are two kinds of deductions: one is that the goods transferred from other freight forwarders should be given a price difference, which is called agreement; The other is the benefit that the driver of the shipper asks for when he comes to deliver the goods.
The first one is more transparent, and the second one has many problems. Because of its relatively hidden management mode, the customer's consignment note cannot be filled with rebate items, resulting in many loopholes.
Case:
Method 1: Some companies directly ask the consignor to fill in a payment form as a voucher for the rebate. After the consignor signs to take the money, the staff will change the amount on the form from 10 yuan to 18 yuan, and from 17 yuan to 19 yuan. This mainly occurs in companies that do not use management software, or have software, but do not have relevant rigorous financial management modules.
Method 2: In some companies, rebates of more than a certain amount need to be signed by the supervisor. If the rebates are repeated once or twice, the person who often delivers goods is very familiar with the supervisor, and then the problem arises. Because the supervisor has the pricing right, it is settled to eat a meal. The shipper eats the money of the shipper, and is in charge of eating the company's money.
Method 3: Some companies need to settle multiple rebates on a monthly basis. Because of the large customer base, there are often rebates that have not been settled for more than half a year (many of them are lost by shippers). Here, in the name of clear management, the financial department of the company issued all rebate statements, settled all rebates, and waited for the shipper to settle them, while those not settled were always in his private pocket.
The rebates of some logistics enterprises reach one third of the turnover, that is, the turnover of 1 million yuan, including more than 300000 rebates. Even the amount of rebates for single ticket goods is more than twice of the actual freight, that is, the actual freight of 300 yuan plus rebates becomes 900 yuan, and the logistics companies are responsible for the black pot. Therefore, the logistics company complains that it has reduced the price and operated at a loss, while the production enterprise has always complained that the logistics cost is too high.
Fuel cost
The fuel cost is a large part of the daily operation cost of logistics enterprises. According to the statistics of a company, a 5-meter-6 short barge will cost more than 3000 fuel costs in a month on average if it pulls goods three times a day (within 20km). But is it really that much? For a 5-meter-6 box car, the average fuel charge of 1.1 yuan/km is almost the same. Considering the waste caused by the broken road, 1.3 yuan/km is enough. But how did 3000 yuan get out? After the company installed anti stealing GPS on five of the vehicles, four drivers walked directly, and the fuel cost was reduced to less than 2000.
In fact, there are two kinds of situations. One is to find small gas stations and open more. Now many companies directly bind fuel cards, which is rare. The second is selling oil. Skilled people can drain a barrel of oil (10 liters) from the oil tank with a pipe within one minute and sell it to oil sellers. Now many oil sellers provide door-to-door pumping services.
Freight price is not uniform
A company is often complained by customers. Why did it ship 30 goods last time and 25 goods this time? Does he think that he has taken advantage of it? Why does he think that the charge is so messy, and it is decided by the receiver? He was right. At present, most companies are really decided by the consignee. The mood is good. The mood is low. The mood is almost high. The attitude of the consignor is good. Give a cigarette and call it a brother. Good, cheap. The attitude of the shipper was poor, the price was directly high. It has a great negative impact on the company.
The documents and goods do not match
The existing management mode is basically that when the logistics company receives the goods, it either directly issues a consignment note to the customer manually or issues a handwritten receipt to the customer, so that the customer can go to the office to print a computer consignment note. Therefore, it often happens that there are orders but no goods, and there are goods but no orders. In addition, losses have often been caused by the time of back checking. Frequent goods have been eaten by someone in the link, and the monitoring cannot find them, so they are directly classified as lost goods.
Loss and shortage of goods
Some companies will count the loss of goods and shortage as the basis for the year-end evaluation of the director, but few companies go back to analyze the reasons for the loss of goods and shortage.
1) There are fewer goods received. The staff are not careful when receiving goods, which leads to the difference between the goods actually received and the documents issued. This can be basically solved through back check monitoring.
2) When receiving the goods, they were not placed in the right place and were loaded in the wrong car. Now the monitoring can be checked back, and the on-site supervisor is responsible for it.
3) The goods were unloaded at the wrong station when they arrived, because there was no obvious mark on the goods, and the marks made were often not clearly seen at night, leading to the goods being unloaded at the wrong station. This kind of problem can often be solved through communication and coordination, and some of them are swallowed by some employees or even the boss of the unloading station.
4) After arriving at the station, the goods will disappear after multi-level transit. The goods that have undergone multi-level transit are often damaged in packaging, unclear in marking, etc. There are many goods piled up for half a year at many stations.
Fleet management
The biggest flaw in the team management is the daily maintenance. Few companies use financial software to calculate the daily cost of vehicles. They have no idea when the left front wheel hub of vehicle A was last replaced. So there is a saying that the team leader wishes the company could buy a broken car and repair it every day.
Difficulty in changing new and old employees
The mobility of employees in logistics companies is generally very high. It is enough for the people who load and unload goods to come and go. The turnover of people who receive goods and make orders by computer will cause many work mistakes, such as wrong orders, wrong goods receipt, etc.
From a certain point of view, the biggest reason for this problem is the lack of standardization system in the company. For example, charging standards.
The driver shall bring the list and consignment note
Many logistics companies have lists and consignment notes brought by drivers, which are normal, but when there is competition, the risk is very high. It is necessary to be harmful and defensive. Generally, if you give the driver 200 yuan, the driver will copy the list to you. If you add up to 500 yuan at most, the competitor will have your detailed customer information.
Incomplete customer information
I have been working for many years, and I have seen too many consignments issued by Ms. Hu, Mr. Li, Mr. Wang and other consignees. I often hear about goods losses caused by this situation. The reason is that the customer's information is incomplete. Only one name was filled in when the bill was issued, and there was nothing else. Because the goods arrived at the unloading point, the unloading point had a way to notify the customer. The customer information is at the unloading point.
Therefore, when there are losses, there will be multi-party wrangling. The bigger loss is that the company can not change the unloading point, because all the customer information is in his place, which will cause huge losses. However, if the company wants to develop, there are always some unloading points that can't keep up with the service, which can only be replaced. I have seen a customer who gave a break-up fee of 100 thousand yuan to replace an undesirable unloading point. The unloading point has been cooperating for five years.
Information system security
Nowadays, logistics companies are basically using logistics information management software, but most of them do not consider security, and only when others mention it, they just hearsay about random protection. System security includes two parts: data security and data confidentiality.
1) Data security: The stand-alone version is the largest group of software users at present, with the host being struck by lightning, flooded, poisoned and suddenly broken. Because of the lack of security mechanisms, it often causes incalculable losses. Therefore, the server must use a professional server, double hard disk backup, and a managed server can be added if conditions permit.
2) Data confidentiality.
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