Available hours at assignment — see whether a driver can legally take the run before committing, rather than discovering the problem at the shipper.
Almost every carrier has an ELD, because it is mandatory. Far fewer have connected it to anything. The result is a dispatcher planning loads on one screen while the data that determines whether those plans are legal sits on another.
Available hours at assignment — see whether a driver can legally take the run before committing, rather than discovering the problem at the shipper.
Part 395 audit — a deterministic check of duty-status data against federal hours-of-service rules, producing findings you can act on.
Automatic mileage by jurisdiction — miles accumulate per state from vehicle data, which is what makes quarterly IFTA a report rather than a reconstruction.
Position on the dispatch board — truck location in the same view as the loads, without a second screen.
Supports Samsara and Motive for this US workflow; confirm the available fields and account requirements during the demo.
One connection, several jobs — available ELD data can support dispatch, IFTA, and compliance workflows; provider fields, setup scope, and business impact vary.
The immediate change is in dispatch. When available hours are an attribute of the driver on the board, the assignment decision includes the constraint automatically. Without integration, a dispatcher either checks a second system for every assignment — which nobody does consistently — or guesses.
The second change is IFTA. Mileage by jurisdiction is the single most tedious input in the quarterly return, and reconstructing it from trip sheets at deadline is where errors enter. When vehicle data drives the accumulation, the return is generated from records that were captured as the trucks ran.
The third is the audit. An ELD proves what happened; it does not analyze what keeps happening. Running your logs against Part 395 on your own schedule turns hours-of-service from a roadside risk into a managed metric.
It does not replace the ELD. The device remains your system of record for duty status and remains what you present at roadside. Integration reads that data and puts it to work elsewhere.
It also does not make violations disappear. What it changes is who finds them and when. A violation your own audit surfaces on Tuesday is a coaching conversation; the same violation found in a compliance review is a finding on your record and an input to your CSA score.
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View plansThis US workflow supports Samsara and Motive. Available duty-status, vehicle, location, IFTA, and audit data depends on the provider and account configuration, so confirm the fields you need during the demo.
No, and it should not. The ELD is a mandated recording device and remains your system of record for duty status, including at roadside. The TMS reads that data so dispatch, IFTA, and compliance can use it. They are complementary systems with different jobs.
It runs a deterministic check of your connected ELD duty-status data against FMCSA Part 395 rules and produces a list of findings — 14-hour-window issues, driving-limit problems, missing certifications. You review the findings and address them, ideally well before a compliance review would surface the same patterns.
Yes. Vehicle data lets mileage accumulate by jurisdiction as trucks run, which is the input that makes quarterly IFTA a generated report rather than a manual reconstruction from trip sheets and fuel receipts.
Yes. With the ELD connected, available hours appear as an attribute of the driver on the dispatch board, so the constraint is visible at the moment of the decision rather than checked separately or assumed.
ELD integration, HOS monitoring, dispatch, and driver settlements are included in TruckerPro’s entry carrier plan. IFTA is available starting on the Operate tier. Confirm your ELD provider and the current plan matrix during the demo.