Fleet compliance software for courier and last-mile fleets.

The problem

What makes courier compliance hard

• 01

  Drivers who arrive faster than the checks do

  High turnover means entitlement checking is not an annual task but a continuous one, and the gap is always at the start: somebody driving on their second day whose licence nobody has seen yet. Checking at recruitment and never again is the standard failure, and in this sector recruitment is happening every week.

• 02

  Subcontractors and owner-drivers you are answerable for

  Much of the work is done by people who are not on your payroll, in vehicles you do not own. The client contract usually holds you responsible for their entitlement, insurance and vehicle condition anyway, and the evidence sits with somebody who has no system.

• 03

  Mileage that wears vehicles faster than the calendar

  Multi-drop work puts enormous stop-start mileage through a light vehicle. Servicing set by date rather than use arrives late by definition, and the components that go first — brakes, tyres, clutches, doors — are the ones a daily check could have caught.

• 04

  No depot moment

  Drivers load and go, often from a hub they are in for twenty minutes. There is no point in the day where a paper sheet can be reliably handed over, so a paper system quietly becomes no system.

• 05

  Clients who audit what they do not own

  The companies whose parcels you carry increasingly ask for evidence of driver checks and vehicle condition across your whole fleet, including subcontracted vehicles, and they ask in their own format on their own schedule.

The answer

How FleetOptix helps

• Drivers who arrive faster than the checks do

  Licence, entitlement and expiry dates sit on one driver record with the next check date against each person, so onboarding and re-checking are the same system rather than a recruitment task that is never repeated.

  Drivers and licensing

• No depot moment

  The check is submitted from the hub or the roadside on a phone, so it exists the moment it is done. A nil return is a record in its own right, which closes the gap a paper pad leaves.

  Walkaround checks and defects

• Mileage that wears vehicles faster than the calendar

  Service and inspection dates, defect history and repair records sit against the vehicle, so a van being worked harder than the calendar assumes is visible rather than discovered.

  Maintenance and roadworthiness

• Clients who audit what they do not own

  Checks, defects and driver records export as the roll-ups an audit asks for, across the whole fleet rather than the part of it that happens to be on your own system.

  Incidents and reporting

• Subcontractors and owner-drivers you are answerable for

  Role-based access lets people outside your own depots record against the vehicles and drivers they are responsible for, so the evidence lands in your system rather than in somebody's glovebox.

  Scheduling and planning

Who it is for

The people doing this job

• Fleet and operations managers

  Running more vehicles and far more drivers than a comparable haulage operation, usually without a transport manager's statutory framework to lean on.

• Depot and hub managers

  Seeing drivers for twenty minutes a day and needing the compliance to happen inside that window.

• Owner-drivers and subcontractors

  Running one or two vehicles, responsible for their own condition and entitlement, and usually asked to prove it by somebody else's audit.

• Compliance and contract managers

  Answering client questionnaires about a fleet that is partly not yours.

• Drivers

  Doing a first-use check before a route with a fixed number of drops on it.

  What is walkaround check?

Questions

What courier operators ask

Our vans are under the licensing threshold. Do we need this?

There may be no operator licence to lose, but the duty to keep a vehicle in a roadworthy condition remains, and after a collision an insurer, a client or an investigator will ask what checks were done and what you knew about the driver. Those are evidence questions, and they are the ones this answers.

Can subcontractors and owner-drivers use it?

Access is role-based, so people outside your own depots can record checks and defects against the vehicles they run, which puts the evidence in your system rather than leaving it with them. How you structure that commercially is your decision.

How often should we re-check driver licences?

There is no single frequency — it is risk-based and set by the operator, and a high-turnover fleet usually justifies a shorter interval than a stable one. What FleetOptix does is hold the date of the last check and the date the next is due, so the interval you choose is actually applied.

Does it do route planning or tracking?

No. FleetOptix is not a telematics, tracking or route-planning platform, and multi-drop sequencing is not something it does. It is the compliance record underneath the operation.

Can drivers complete checks on their own phones?

Yes. The check is completed and submitted from wherever the vehicle starts, including a nil-defect return when nothing is found, and a defect reaches the workshop with the vehicle and driver attached.

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