GPS Fleet Tracking for Transportation & Logistics

A trucking fleet needs hours-of-service logs, vehicle inspections, fuel-tax mileage, video and trailer locations, and it needs them to come from the same trips. On separate systems, the same mileage and the same driver get typed into three places. On the High Point GPS platform, each piece reads from one GO device per tractor and one driver login, so an HOS risk, an open defect and a jurisdiction with unusual mileage sit next to the dispatch map.

Each piece has its own page. Hours of service and roadside log transfer run in the ELD app, Geotab Drive on Android or iOS. Pre-trip and post-trip inspections run in the DVIR app. Fuel tax by jurisdiction comes from IFTA reporting on the platform's trip data. Video and coaching come from the GO Focus Plus AI dash cam, trailers carry a GPS tracker for trailers, and each tractor carries the GO10 GPS tracking device, installed with a harness.

Yes. Geotab Drive, the ELD app High Point GPS installs, is on Transport Canada's list of certified electronic logging devices with an Active status, certified by COMDriver Tech: GOELD1 on Android (certificate 6T31) and GOELD2 on iOS (6T32), plus GOELD3 and GOELD4 for the GO10. In the US, ELDs are self-certified by the provider and registered with the FMCSA, and Geotab Drive is registered there.

The app carries over 100 rulesets and exemptions for the two countries, including Canada South of 60 Cycle 1 and Cycle 2 and the US 60-hour/7-day and 70-hour/8-day cycles. The limits differ by country: Canada counts 13 hours of driving and 14 hours on duty as accumulated limits, with 16 hours elapsed after 8 hours off duty, while the US uses an 11-hour driving limit inside a 14-hour window. At roadside, a Canadian officer can ask for the current day plus the previous 14 days and a US officer for the current day plus the previous 7.

Canada requires a trip inspection before driving, valid for 24 hours, with a report and a schedule of major and minor defects, whether or not a defect is found; in Quebec this is the ronde de sécurité. In the US, a driver files a DVIR when a defect could affect safe operation, and the carrier repairs and certifies the repair before the vehicle goes back out.

In the DVIR app, the driver works through a custom defect list for the tractor or trailer, marks defects as major or minor and submits from a phone or tablet. Mechanics are alerted, missed inspections trigger a notification, and the driver is prompted to certify the repair at the next login. Inspections and HOS logs share one app and one login, so a roadside check runs from one device.

IFTA applies to qualified motor vehicles that travel in two or more member jurisdictions: a vehicle with two axles and a gross or registered gross weight over 26,000 pounds (11,797 kg), any vehicle with three or more axles, or a combination over that weight. There is no two-vehicle minimum; one qualified vehicle is enough. Returns are quarterly and due on the last day of the month after each quarter: April 30, July 31, October 31 and January 31.

The platform already logs each jurisdiction crossing for tracking, so the distance half of the return comes from real trip data instead of trip sheets. Fuel purchases come in from fuel cards or from receipts drivers capture, and the quarterly report is built from both. High Point GPS sets up the report and shows your office how to check it before you file.

Usually, yes. IRP, the International Registration Plan, apportions the annual registration fee, while IFTA settles fuel tax, and both use the same threshold: over 26,000 pounds gross or registered weight, or three or more axles, operating in two or more member jurisdictions. An apportioned truck carries one plate and one cab card, and since the Full Reciprocity Plan took effect in 2015, the cab card covers the 48 contiguous states, the District of Columbia and the ten Canadian provinces. The fee is split by the share of the fleet's distance travelled in each jurisdiction.

The renewal is built on a distance schedule: actual distance by jurisdiction for every vehicle over a twelve-month reporting period ending the June 30 before the registration year, and the base jurisdiction can audit it for three years after that registration year closes. The platform's distance-by-jurisdiction report serves the IRP year and the IFTA quarter from the same trips. In Quebec, the SAAQ administers IRP and Revenu Québec administers IFTA; in Ontario, the Ministry of Transportation handles IRP and the Ministry of Finance handles IFTA.

The GO Focus Plus records the road in 1080p and, on the dual model, the driver in 720p with infrared for a dark cab. Its AI flags distraction, fatigue, tailgating, hard braking, rear-end collision risk, backing and blind spot risk, and warns the driver through a built-in speaker. Event video is kept in the platform for 365 days by default, and the included 128 GB card holds roughly 35 to 40 hours of dual-camera driving.

A Road Only version keeps the lens off the driver; fleets operating in Quebec should review their obligations under Law 25 before recording drivers. For side and rear coverage around a tractor-trailer, the GO Focus Pro takes up to four 360 side or external rear cameras and one more rear camera. High Point GPS confirms the camera pairing with each truck's GO device before install.

Powered trailers take the GO Anywhere Plus, wired to 12 V or 24 V DC with a field-replaceable backup battery rated for 3 to 5 years depending on use. Dry vans and other unpowered trailers take the next-gen GO Anywhere, which needs no wiring and reports hourly on a battery rated for up to 10 years. Each trailer appears as an asset on the same map as the tractors, with its last position, trips and distance.

The GO Anywhere Plus can fall back to satellite through select carriers: model GATAA1 includes Rogers and T-Mobile direct-to-cell with Starlink, where the carrier and region support it. Tire pressure, brake, cargo and reefer data come through partner integrations such as FleetPulse and Thermo King TracKing.

Long haul is managed on hours of service, fuel tax across jurisdictions and highway driving over long, fairly predictable routes. Last mile is managed on stop sequencing, ETA accuracy and driving in dense traffic with dozens of stops a day. A fleet that runs both, or is moving from one toward the other, can keep both on one platform.

For delivery work, real-time location and historical route times let dispatch update an ETA from current conditions instead of a fixed estimate, and flag a delivery that is falling behind while there is still time to tell the customer. Our Courier and Last-Mile Delivery page covers that side in more detail.

High Point GPS installs the GO devices, cameras and trailer trackers, configures the rulesets for each driver and trains drivers and office staff, then supports them from Montreal in English and French. Geotab Drive is available in English, French, Spanish and Portuguese.

One limit for US fleets: Geotab states the GO10 has not been granted a CARB Executive Order, so it cannot be installed on vehicles registered or primarily operated in California. Geotab's Executive Order covers the GO9, GO9+ and GO9 Rugged with listed T-harnesses, so we match the device to where each truck is registered. The GO10 also does not support PWM and JPW protocols on legacy pre-2010 heavy trucks, which we check before install.