Move freight without a phone tree behind every load
We build the integrations that take manual coordination out of moving freight: dispatch that reflects reality, tracking customers can see without calling, proof of delivery that reaches billing the hour it is captured. What goes away is coordination labor — the calls, the re-keying, the side spreadsheet.
We follow one load end to end — tender, dispatch, pickup, in-transit, delivery, POD, invoice — marking every point where someone copies data between a phone, a portal, and a screen. Those become integrations: telematics APIs, EDI tenders, structured capture on the driver's phone.
The first project is usually one integration that removes a specific daily chore: pulling telematics position into the TMS so dispatch stops asking drivers where they are, or turning the signed bill of lading into an invoice trigger so billing does not wait on paper. Fleets are spread out, drivers are in and out of signal, and the customer list dictates half the data formats, so the engineering has to tolerate gaps and late arrivals rather than assume a clean feed. We build the load model first and hang each integration off it.
Reviewed
Sound familiar?
If you've said any of these, we should talk.
“Dispatch is a whiteboard and forty phone calls a day.”
We build a dispatch view fed by live telematics, HOS clocks, and appointment windows, so an assignment surfaces only drivers who can legally make the pickup. Offers go to the driver's phone with confirmation.
“We know we sat for four hours, but we cannot prove it.”
Detention is a geofence and a timestamp problem. We record arrival and departure from telematics position, attach it to the load, and generate a detention record with the evidence already assembled.
“Customers call all day asking where the truck is.”
We build tracking and updates from the same position feed dispatch uses. That means ETA against the appointment window, exception alerts when a load will miss it, and EDI 214 messages for shippers who want them.
“Every customer wants their data in a different format.”
We normalize once. Tenders, statuses, and invoices map to an internal load model, with per-customer adapters for EDI, API, and portal entry. Adding a customer becomes a mapping exercise, not a new process.
“Driver settlements take two people most of a day every week.”
Settlement is arithmetic on data the operation already has: loads delivered, miles from telematics, accessorials from the load record, deductions from the fleet system. We assemble the pay statement automatically from those sources, show the driver the same detail dispatch sees, and leave a review step so disputes are handled before the run, not after.
How this industry actually runs
The operation as we usually find it.
A carrier or broker runs on a dispatch board, a TMS, and whatever the customers insist on. Telematics and ELD platforms already hold position, engine data, and hours of service, but that data stops at the vendor's dashboard. Shippers send tenders as 204s and expect 214 status messages and 210 invoices back; brokers live in load boards and rate confirmations that arrive as PDFs. The constraints are hours of service, appointment windows at receivers, driver home time, and detention that is real money but only collectible when documented. Until the signed bill of lading is captured, the invoice does not go out.
Assets, orders, and people on one picture
Components:
- Assets & fleet (telematics, meters)
- Orders & tickets (ERP, portals, email)
- Integration hub (documented interfaces)
- Ops dashboard (exceptions first)
- Field app (dispatch, proof of work)
Connections:
- Assets & fleet to Integration hub (telemetry)
- Orders & tickets to Integration hub
- Integration hub to Ops dashboard
- Integration hub to Field app
What we build
Starting projects that fit Logistics & Transportation.
- Dispatch tools fed by live telematics, HOS clocks, and appointment windows
- Telematics and ELD integrations pulling position, engine data, and hours into your systems
- Automated customer tracking, ETA alerts, and EDI 214 status messaging
- Offline-capable mobile proof of delivery with photo, signature, and sync on reconnect
- Detention capture with geofence timestamps attached to the load
- TMS, load board, and accounting integrations on a normalized load model
- Rate confirmation and bill of lading reading into structured load records, with review before the TMS write
- Driver settlement assembly from delivered loads, telematics miles, and accessorials
Capabilities we bring
Working in Logistics & Transportation?
Tell us the line.
What runs by hand, what is not connected, what you are trying to build. An engineer replies within one business day with whether and how we would approach it.
Common questions
What Logistics & Transportation teams ask first.
Will this replace our TMS?
Usually not. A TMS is good at being a system of record and poor at the coordination your operation still does by hand. We build around it through its API or database and add what it does not cover.
Half our routes have no signal. Does mobile capture still work?
It should. Driver capture is offline-first: the app writes locally, queues photos and signatures, and syncs on reconnect, with conflict handling so a delivery recorded in a dead zone is neither lost nor duplicated.
How does AI actually fit into a trucking operation?
Mostly document handling and matching, not autonomous dispatching. Reading rate confirmations and bills of lading into structured records, ranking capacity against open loads, flagging invoices that do not reconcile. A dispatcher still makes the call.
Which telematics and ELD platforms can you integrate with?
Most of the major platforms expose an API for position, engine data, and hours of service, and we work from whatever yours provides. Coverage varies: some expose everything through a clean API, others only through scheduled exports or a partner program you have to be enrolled in. Mixed fleets are common, so we normalize into one vehicle and driver model rather than building around a single vendor. We typically confirm what your specific accounts expose before scoping.
We are a small carrier. Is custom software even worth it at our size?
Sometimes, and sometimes the honest answer is to configure what you already pay for. The test is whether a specific manual process — tracking calls, POD chasing, settlement — is eating a person's day or costing you loads. If it is, a narrow integration usually pays for itself; if not, we will say so. Smaller fleets typically start with one integration around the TMS rather than anything that looks like a platform.
More in Operations & Field
Strategy. Software. Systems.
Engineering for Logistics & Transportation.
Describe the problem in your own words. An engineer reads it — not a sales script — and tells you plainly what it would take.