GPS Fleet Tracking for Crane & Heavy Haul

You prove it with a corridor geofence drawn from the permit and the trip replay that shows the load inside it. A permit for an oversize load names the route, the hours it may move and the speed it may travel. Before the move, High Point GPS draws that route as a corridor geofence in the High Point GPS platform, with the permit's curfew and speed limit as rules on the zone. If the truck leaves the corridor, the driver and the dispatcher get an alert within seconds, soon enough to stop before a low bridge or a prohibited ramp. A truck that moves during a curfew window triggers a separate alert. The driver sees the corridor on the same tablet that runs the driver app, and the dispatcher sees the load and every escort vehicle on one map, with the spacing between them.

After the move, the trip replay is the record. It shows the load inside the corridor from origin to destination, the speed on each segment, the stops and how long they lasted, and the escorts alongside. When an enforcement officer, the permit office or the insurer asks whether the load stayed on route, you answer with the replay instead of a driver's memory. Moves on the same corridor build a history, so the next permit application starts from a route the fleet has driven and the stops it used.

A mobile crane bills for the hours it spends at the customer's site, and the customer's question is always the same: how many of those hours were lifting? An IOX-AUXM input on the crane reads the outriggers, the boom or the PTO that drives the hydraulics, and the platform records when each was engaged. The result is a day split into travel to the site, set-up with the outriggers down, lift time with the boom working and idle time between picks. The invoice for the lift carries those hours, and a customer who disputes them is shown the record for their site geofence, pick by pick.

The same records feed maintenance. Boom hours and engine hours are read from the crane instead of from an operator's log, and the inspection and service intervals the manufacturer sets run on those hours. A crane that has done four hundred boom hours since its last inspection is flagged before the next job, not after a failed pick. Fault codes reach the shop as they occur, and the crane that was booked for Monday's steel erection is confirmed ready on Friday because the platform says so, not because someone walked out to the yard and looked.

Planning a heavy-haul move is hours of work on bridge ratings, turning radii and curfews. The fleet's trip history shortens it. Every move the fleet has made on a corridor is stored, with the stops, the average speed and the segments where the convoy slowed. A planner building the next permit application starts from the route that worked, and the dispatcher setting the departure time uses the real duration of the last move instead of an estimate. Pilot cars and the load are all on one map, so a convoy that stretches out on a grade is visible before the escort loses sight of the trailer.

AI dash cams on the tractor record the road ahead and the driver, and the footage is retrieved by trip and by event. On a move where a motorist cuts between the escort and the load, or a low branch strikes the cargo, the video and the position arrive together for the claim. Driver scoring records hard braking and cornering on a truck that weighs what a heavy-haul combination weighs, with thresholds High Point GPS sets for that class of vehicle instead of delivery-van settings. The weekly review starts from a specific event on a specific move.

Heavy-haul tractors fall under the ELD mandate in the United States and in Canada. The driver app records the driver's duty status from the GPS tracking device in the tractor, and the dispatcher sees each driver's remaining hours before assigning a move. A two-day move with a curfew in the middle is planned around the hours the driver actually has, and a driver who is running out of time is handed off at a planned point instead of parked on a shoulder with an oversize load. Roadside inspections get the ELD record on the tablet, with the permit and the inspection report beside it.

The pre-trip inspection on a tractor and a multi-axle trailer is a long checklist, and the electronic DVIR in the driver app walks the driver through it with the trailer's own items included. A defect on a steerable axle is a photo and a work order before the load moves. Driver ID through an NFC fob ties each trip and each inspection to the driver at the wheel, which matters when a team drives a move in shifts. Fuel purchases on a fuel card reconcile against the trip record for IFTA, and the distance by jurisdiction is reported without anyone reading odometers.