GPS Fleet Tracking for Paving & Asphalt

The paving foreman's day is a series of arrivals. A geofence around the plant scale and another around the paving zone turn each arrival into a record: the truck entered the plant at 6:12, left at 6:31, reached the paver at 6:58, left the zone at 7:09 and was back at the plant at 7:36. Across a day that is twelve cycles for one truck and a hundred and forty for the fleet, each one timed. The foreman watching the live map sees three trucks queued at the paver and none on the road, and calls the plant before the gap opens. The dispatcher sees a truck that has been at the plant for forty minutes and finds out why.

The cycle-time report at the end of the day shows where the minutes went: load time at the plant, travel each way, and wait time at the paver. When the average wait at the paver is eighteen minutes, the crew has too many trucks; when the paver is stopping, it has too few or the plant is slow. High Point GPS builds the report so that the numbers for each truck, each driver and each day are on one page, and the same page shows what happened when a job ran long.

Every load that leaves the plant has a ticket, and every ticket ends up in a folder that someone reconciles at the end of the week. The cycle record gives an independent count the same day: each truck's arrivals at the paving zone, multiplied by the truck's load weight, is the tonnage delivered. When the owner disputes the quantity placed, the contractor shows the count of cycles with timestamps and positions rather than a stack of tickets a clerk added up. When a hired truck's invoice shows twenty-two loads and the geofence record shows nineteen, the conversation with the trucking broker is short.

The record also keeps a temperature-critical load from becoming a rejected one. A truck that leaves the plant and stops for thirty minutes on the way is a truck whose load has cooled, and the trip record shows the stop. High Point GPS sets an alert for a loaded truck that stops outside the plant and the paving zone for longer than a set number of minutes, so the foreman knows before the truck arrives whether that load is still within spec. The same alert catches a driver who took a lunch break with a full load in the box.

A paver and a pair of rollers are the most expensive equipment on the job, and the hours they run are the hours the estimator priced. A GO RUGGED device on each machine records engine hours, idle time, fault codes and position, and the hours are read automatically instead of off a gauge when someone remembers. Maintenance reminders run on those hours: a roller due for service at 250 hours generates a work order when it gets there, not when the drum bearing fails on a highway job with a closure permit that expires at 5 a.m.

The same hours feed the job cost. Rollers on the mat for nine hours against seven in the estimate is a number the estimator sees the next morning, with the fault codes and the idle time that explain it. A paver that idled for two hours waiting on trucks is a paver whose cost went to waiting, and that cost sits beside the cycle-time report that shows why. Equipment moved between jobs by lowboy carries its record with it, so the hours on each job are the machine's hours inside that job's geofence.

Highway paving happens at night under a closure with a hard end time. The trip history of every truck and every machine shows when the crew arrived, when the last load was placed and when the equipment left the closure, and that is the record a contractor produces when the agency asks why the lane opened late. Drivers on night shifts run under hours-of-service rules, and the Geotab Drive app records their duty status on the same tablet they use for the electronic DVIR on the truck at the start of the shift.

The loop from plant to paver is the same road dozens of times a night, and the driver who has done it thirty times is the one who nods off on the thirty-first. Driver-facing AI dash cams flag fatigue and distraction, and the road-facing camera records what happened in front of the truck. Driver scoring records hard braking and speeding on the loop, with an NFC driver ID tying each trip to the driver at the wheel even when trucks change hands at shift change. When a car enters a closure and hits a truck, the footage, the speed and the position are in one file for the insurer.