Live positions, geofence events at pickup and delivery, and two-way driver communication — with the status flowing back into the load record automatically, so nobody has to phone a driver to update a customer.
Live position · ETAs · POD
Tracking that reaches the load record and the customer, rather than living in a map somebody has to watch.
Devices reporting continuously, with location history kept per device — so the question is not just where a truck is, but where it has been.
Arrival and departure detected at pickup and delivery rather than reported, with the event written against the load and the stop it belongs to.
Two-way messaging with drivers, and a mobile app that carries documents and stop detail — so a proof of delivery arrives as a record, not a photograph in someone's phone.
Alert rules with triggers and per-user subscriptions, so the people who need to know are told and everyone else is not.
Tracking is only worth the licence if the status reaches the systems and people who act on it. When it does not, someone reads a map and retypes what they see into the load — which is the job tracking was bought to remove.
Tracking events flow into the load record, and out to customers and partners, without a person in the middle. The 214 status your partners expect comes from the same events.
Fleets rarely get to start clean. There is an ELD provider under contract, some owner-operators on something else, and a handful of trailers with no device at all.
Devices are modelled generically, with telematics and ELD providers integrated alongside the driver app — so coverage is a question of what each truck has, not a single-vendor decision.
Devices, geofences, alerts and the driver app.
Tracking is only useful where decisions are made. Events land on the load in the TMS and become the status your partners are expecting.
Company trucks on one ELD, owner-operators on another, and trailers with nothing at all. That is the normal case, and it is the one worth talking through.