Everything else on this site is priced per location, because we drive to locations. A fleet has nowhere for us to drive to — so a motor carrier pays per power unit, and pays a good deal less.
Every tractor and trailer carries a code. What it shows depends entirely on who scans it.
Unit identity and document currency — annual inspection, registration, insurance, IFTA, hazmat registration. Dates and a current-or-not answer.
Defect history and its certification chain, PM schedule, odometer, the documents themselves, what the unit is pulling and who is driving it.
The public view never shows defect status
Not as an oversight — as a decision. A unit with an open safety defect should not be moving at all, and a page that volunteers maintenance detail to anyone who scans it is a page working against you. Document currency is public. Everything else needs a login.
49 CFR 396.11 and 396.13 describe a chain: a driver reports, a qualified person closes it out, the next driver confirms. Most systems record it. This one holds the unit out of service in the system until the chain is complete.
Your company remains the motor carrier of record under 49 CFR 390.3 and decides who is qualified, what is safety-affecting, and when a unit may be dispatched. The platform records and enforces the workflow your safety team defines.
Driver reports
From the cab, with photos. A defect the driver marks as safety-affecting flags the unit out of service in the system the moment it is submitted.
Qualified person certifies
Repaired, or certified that no repair is needed for safe operation — both are valid outcomes and both are signed. Only a person your company has designated as qualified for that system can close it, and the system treats an expired qualification as none.
Next driver acknowledges
They see what was wrong and what was done before they confirm. This is what releases the unit.
A torn seat does not ground a truck
Only defects affecting safe operation take a unit out of service. A system that grounds a truck for a seat cushion teaches drivers not to report seats, and shortly afterwards not to report brakes.
Logistics hears first, not last
Dispatch is notified when the defect is reported, not when the repair is signed off. The hours in between are when rerouting a load is still cheap.
Because the load is on the trailer. Re-hook it to a different tractor and the manifest goes with it — nothing to re-enter during a reroute.
We do not pretend to replace the paper
49 CFR 177.817 requires hazmat shipping papers within the driver's immediate reach, on paper. On a drop-and-hook they have to be physically handed over, and no software changes that. What we do is know exactly what should have moved — a hazmat load hooked to a new cab with nobody confirming the handover is a report you can act on, in a yard, instead of a discovery at a scale house.
Published rates, the same ones we quote. The calculator runs in your browser and your inputs are not stored or sent to us.
| Power units | Per tractor | Per trailer |
|---|---|---|
| Up to 250 | $7.00 | $2.25 |
| 251 – 1,000 | $5.25 | $1.75 |
| 1,001 – 2,500 | $4.00 | $1.25 |
| 2,500+ | $3.00 | $1.00 |
Enter your power unit count to see the rate.
Your inputs are not stored or sent to us. This works entirely in your browser.
We would rather prove this on fifty trucks at one terminal than promise it across three thousand. A pilot gets QR codes on real units, the defect chain running with your own people, and your safety team looking at real records — before anyone signs a number for the whole fleet.
We are a safety company, not a telematics vendor. Your ELD provider stays where it is; we are the compliance and documentation layer over the top, and we will say plainly which parts of your DOT program are your team's responsibility rather than ours.
Talk about a pilot