Fleet Management Software for Logistics and Transport Operators
A logistics operator does not sell trucks. It sells a promise about freight it does not own, made to a client who will review it monthly with a spreadsheet. KO Fleetz gives you the movement record behind that promise: which vehicle, which contract, which timestamp, which depot.
Operational reality
What makes logistics & transportation different
Half the capacity is not yours
Peak weeks run on hired-in units and subcontracted hauliers. The client does not care who owns the vehicle. Your visibility ends at the yard gate and your liability does not.
One vehicle, three clients, one P&L line
A trunk leg carries freight for several contracts in the same trailer. Cost lands on the vehicle, revenue lands on the contract, and nothing in the finance system connects them.
The night trunk nobody watches
Linehaul between hubs runs while the office is closed and changes drivers at a midpoint. When the morning shift finds the trailer late, the reason happened six hours ago in the dark.
The monthly service review
The client arrives with a list of late deliveries. You arrive with a different list. Both were built from different systems, and the meeting becomes an argument about the data instead of the operation.
Trailers live away from tractors
A drop-and-swap network means trailers spend most of their existence detached, parked in someone else's yard. They still carry inspection dates, tyres and a book value.
Every depot has its own spreadsheet
Group-level reporting is a consolidation exercise done in week two of the following month. By the time the number is agreed, the operation it describes has moved on.
The shape of a contract logistics day
Volume lands the afternoon before. Planners build the trunk legs first, because the network only works if the hub-to-hub movements are on the pad by the cut-off, and everything downstream inherits their timing. Loads are assigned across owned units, leased units on a finance agreement, and whatever subcontract capacity the day needs. That mix is the defining fact of the sector, and most fleet systems assume it does not exist.
Overnight the trunks run. Drivers change at a midpoint, trailers get dropped and swapped, and the useful record is not a live map anybody is watching at 3am. It is the arrival and departure timestamp at each hub, captured automatically, so the morning shift can see where the delay entered the network rather than inheriting it as a mystery.
Then the day runs, exceptions get worked, and at month end somebody has to explain the cost of serving each contract. That number is only credible if it was assembled from the movements as they happened: this trip, this vehicle, this client's freight, this many minutes standing at a goods-in bay. Assembled afterwards from invoices, it is a guess with a decimal point.
Feature mapping
Which modules matter here, and why
Not every fleet needs every module. This is what actually earns its place in this industry.
In contract logistics the trip is the unit that carries both the client and the cost. A carrier can manage by vehicle; an operator running eleven contracts through one network cannot, because the vehicle is shared and the contract is what gets invoiced and reviewed.
Your client's stock is on your vehicle and their customer is waiting for it. Tracking here is not a management tool, it is part of the service you contracted to provide, and the hub arrival timestamp is what settles next month's review before it becomes a dispute.
One register has to hold owned units, contract-hire units with a return condition clause, and trailers standing in yards you do not control. Ownership type changes who pays for the tyre, and a register that ignores it produces cost reports that are quietly wrong.
Multi-depot operators lose weeks to consolidation. When each site reports on the same definitions from the same event stream, the group view exists on the fourth of the month instead of the eighteenth, and depot managers stop being asked to reconcile each other's arithmetic.
Outcomes
What changes
- Cost-to-serve split by client, not by chassis
- Per contract
- Trunk timestamps captured while the office sleeps
- Hub to hub
- Owned, leased and hired-in assets side by side
- One register
- Every depot counting the same thing the same way
- Same definitions
What a logistics operation needs KO Fleetz to talk to
Order and transport management systems own the load; KO Fleetz owns what the vehicle did with it, and the two exchange trip references so neither becomes the other's manual re-entry job. Warehouse systems provide dock and bay events. Client portals and EDI feeds take milestone updates outbound. Finance and payroll take the cost side. Telematics units, fuel cards and toll accounts feed the trip record from below. Subcontractor visibility depends entirely on what the subcontractor will share: an API, a driver app, or nothing at all.
Explore integrationsFrequently asked questions
Only to the extent the subcontractor is willing to share something. There are three realistic levels. If they run telematics with an accessible API, their positions can flow into your operation as a data source. If they will put drivers on a phone app for your loads, you get stop events and proof of delivery without any hardware conversation. If they will do neither, you get nothing, and no software changes that. Be sceptical of any vendor who implies otherwise: the constraint is commercial, not technical.
No, and you should not want to. A transport management system plans and prices freight; KO Fleetz records what the vehicle, driver and asset actually did. The two overlap on the trip and disagree about who owns it. The workable arrangement is that the TMS remains the source of the order and the rate, KO Fleetz becomes the source of the movement and the cost, and they share a trip reference. Fleets that try to make one system do both usually end up doing half the job twice.
By attributing at the trip, not by allocating at month end. Fuel burned, hours run, distance covered and time spent standing all attach to the trip that caused them, and each trip carries the contract it served. Where a single leg genuinely serves several contracts, the split rule is yours to set by weight, by volume, by pallet count or by drop, and the rule is visible on the report. That last part matters: a cost allocation nobody can see the basis of will be rejected in the review.
Milestone data for a client's own consignments can be pushed to their systems or portal through an integration, scoped to their loads. What KO Fleetz is not is a shipper-facing visibility product with a self-service login for every customer of yours. If your commercial model depends on giving hundreds of shippers their own portal, that is a different category of tool and it sits in front of this one.
Different practice is fine. Different definitions are not. Depots can run their own shifts, routes and dispatch habits, because the platform records events rather than prescribing process. The thing that has to be agreed centrally is what counts as an arrival, a turnaround and a completed trip. Get those three definitions settled first and the group roll-up works. Skip that step and you will build a consolidation that is technically correct and operationally meaningless.
As assets in their own right, not as accessories to a tractor. A trailer holds an inspection date, a tyre set, a service history and a book value whether or not anything is coupled to it. It can carry its own tracking unit if standing time and location matter enough to justify the hardware, and if they do not, it still belongs in the register with its dates. The failure mode this avoids is the trailer that misses an inspection because it was parked at a customer's yard and nobody's list included it.
See your own network on KO Fleetz
Bring one contract, one depot and last month's service review. We will show you where the timestamps would have changed the conversation.