ТТН (consignment note): how to handle it digitally

A ТТН — товарно-транспортна накладна, the consignment note — travels with the cargo. On paper it gets lost, it gets smudged by rain at an unloading bay, and it sits in a glovebox for three weeks until the driver next comes to the office. Every one of those is a billing delay, and each is fixed by the same thing: capturing the document at the moment it is signed rather than when the vehicle comes back.

First, the honest part

This is not an electronic ТТН in the legal sense, and you should not buy it as one. The paper document stays exactly as your accounting requires it. What changes is that a photograph of the signed original exists from the minute it is signed, attached to a specific delivery task, and everyone who needs it has it immediately. The paper still goes to accounting on its own schedule; the business stops waiting for it.

Photograph the approved paper document

The simplest reliable method is the one that survives contact with real drivers: the driver photographs the multi-page ТТН on their own phone, inside the delivery task. No scanner, no separate app, no trip back to the office. The images are attached to that delivery and visible to the dispatcher at once.

The reason to insist on photographs rather than typed data entry is adoption. A driver at a loading dock in the rain will take a photograph. He will not fill in eight fields. Any system that requires the second one quietly stops being used in the third week, and you go back to paper without noticing.

Track the delivery, not just the paper

• Status pipeline — assigned, loaded, in transit, delivered. Each transition carries a GPS stamp and a time, so "where is the load" has an answer that does not require phoning the driver.
• Proof of delivery — the consignee signs on the driver's phone, or remotely through a shared tracking link when nobody is at the gate to sign.
• Consignee tracking link — the receiving party opens a link and sees the status themselves. This removes an entire category of phone calls from the dispatcher's day.
• Reports — deliveries by project and period, with the documents attached to each line.

What it deliberately does not do

It does not optimise routes. There is no algorithm that will reorder your stops or plan the shortest circuit, and the price reflects that. The position here is delivery documentation: what was carried, by whom, when it arrived, who signed for it, and where the paperwork is. If your bottleneck is planning the route, a routing product is the right purchase and this is not it. If your bottleneck is that nobody can find the ТТН for load 4412, this is exactly it.

Being explicit about this saves both sides a wasted trial, which is why it is written here rather than buried.

Who this is for

Two groups, with the same bottleneck for different reasons. Commercial carriers and haulage operators need the signed note in order to invoice, so a note stuck in a cab is unbilled revenue. Funded organisations moving relief cargo need the delivery record per project and per period, because that is what gets reported. Both are waiting on the same photograph.

How it fits with the rest of the fleet record

Dispatch is a module on top of the fleet log, not a separate purchase living in its own silo. The same vehicles and the same drivers carry both, so the trip that delivered load 4412 is also the trip that consumed the fuel, and both appear in the same monthly reports. That is the practical difference from a standalone dispatch tool: you are not reconciling two systems that disagree about which van did what.

What changes in the dispatcher's day

The measurable difference is not the photograph, it is the phone calls that stop. A dispatcher's morning normally goes on three questions asked on repeat: where is the vehicle, has it been unloaded, and where is the signed note. All three now have an answer somebody else can look up — the consignee has the tracking link, the status pipeline shows the position, and the note is attached to the task. What is left is the work that actually needs a human: reassigning a load when a vehicle breaks down, and chasing the one delivery in twenty that has genuinely gone wrong.

The second change shows up in accounts. The invoice goes out on the day the consignee signs, not on the day the driver finally brings the paper in. Across twenty runs a month that pulls receipts weeks forward without a single extra sale.

Price

€8 per dispatch driver per month, the same rate as a vehicle, with no minimum per organisation. Per-seat dispatch products with route optimisation generally start several times higher, and the gap is not a discount, it is the missing optimiser. You are paying for the documentation trail.

Try it

The trial covers 2 vehicles and 1 dispatch driver for 30 days: enough to assign a real task, have a driver photograph a real ТТН, and send a tracking link to a real consignee. Register your organisation and run one delivery through it end to end — that is the only test that actually tells you anything.