Plan it, prove it, keep watching it
AxleGuard connects cargo placement, per-axle compliance, truck-safe routing, permits, trip planning, HOS records and connected signals. The same operating answer follows the load from dock to destination.
Steer axle
Limit 12,000 lb
—
Drive tandem
Limit 34,000 lb
—
Trailer tandem
Limit 34,000 lb
—
Solving…
Plan the physical load
Cargo on the deck
before anyone lifts a pallet
Prove the verdict
Every axle and rule
with the binding limit named
Route the real truck
Dimensions plus freight
re-checked on every leg
Keep one operating record
Trip, HOS and signals
from dock to destination
01 · the product
Plan it, prove it, route it and watch it in transit without rebuilding the answer at every handoff.
The board
The loads that cannot legally roll are called out before anything else, so the first thing a dispatcher sees in the morning is the problem, not the list.
Look at: the loads that are under the gross limit and still illegal
Explore The boardPlan the load
Drag freight along the deck and every gauge responds in the same frame. Nothing is saved, nothing is committed, and the mistake is still free.
Look at: the gauges changing colour as the freight slides forward
Explore Plan the loadThe verdict
Each group against the lowest limit that actually binds it — the statute, the tires, or what the axle is rated to carry — with the binding rule named.
Look at: the headroom figure under each axle group
Explore The verdictThe road
Planned around the real height, length, width and weight — then each leg checked again against the freight that is aboard for that leg.
Look at: the compliance state carried on every leg
Explore The roadConditions
The stored road is snapped and sampled for elevation, grade and current crosswind. Weight and centre of gravity turn those generic conditions into a load-specific review.
Look at: the sustained descent and the load that has to cross it
Explore ConditionsDriver HOS
Duty clocks, the daily graph, proposed corrections, driver decisions, diagnostics and readiness evidence share one record. The current workflow is clearly marked as not yet an FMCSA-registered ELD.
Look at: the clock and the registration boundary on the same screen
Explore Driver HOSLive operations
Derived position, events and axle signals move through the same normalized ingest and live view used after a physical truck gateway passes commissioning.
Look at: the travelled route, remaining road and the source of each signal
Explore Live operationsConnections
Drivewyze, PrePass or a compatible adapter can be tested and connected after commercial onboarding. Until a valid decision arrives, the safe answer is to plan to pull in.
Look at: the provider contract, test step and safe pull-in fallback
Explore ConnectionsThe report
Legal readiness, permit exposure, route exceptions and provider activity share one date-bounded report. Every attention row names the load and the next step.
Look at: the loads and route exceptions that still need action
Explore The reportThis is the whole thing, and it takes about thirty seconds to see. The load below is under every gross limit there is, and it will still be written up.
What the bill of lading says
Gross combination weight
77,720 lb
Under the 80,000 lb limit
Everybody in the chain sees this number. The shipper, the broker, the dispatcher and the driver all agree the load is fine, because by the only measure they have, it is.
What the scale reads at 11:20
Steer axle
11,820 lb
180 lb to spare
Drive tandem
35,140 lb
Over by 1,140 lb — citation, and out of service until it is fixed
Trailer tandem
30,760 lb
3,240 lb to spare
Nothing was overloaded.The pallets sit fourteen inches too far forward. Moving them would have taken two minutes on the dock. It now takes a citation, a re-load and a missed window.
One number on the paperwork. Three on the ground, and only one of them is over.
Nobody in the chain was careless. The only number anybody had was the one that could not tell them anything.
Overweight citation
per axle, per state
Placed out of service
until it is legal again
Re-load crew and a dock slot
on someone else's schedule
Missed delivery window
and the conversation after it
Safety score points
that follow you for two years
Insurance review
at renewal
Driver hours burned
sitting at the scale
Detention at the receiver
billed to nobody
None of these is carelessness. All three are invisible to the tools most fleets already have.
Nothing was added. Freight came off the rear at stop two, the balance moved forward, and the drive tandem went 900 lb over between two deliveries that were both on time.
A truck can be legal on gross weight, legal on every single axle, and still illegal on a group of axles nobody thought to check.
One load keeps the same answer
Two identical 46,000 lb loads, one built nose-first and one built evenly, produce completely different axle weights. The paperwork cannot tell them apart. The scale can.
A load can be 8,000 lb under gross and still be cited.
Freight comes off at stop two and the balance shifts. Diesel burns off the steer axle over 400 miles. A load that was legal in the yard is not necessarily legal at the scale you reach at four o'clock.
Legal at departure is not the same as legal on arrival.
Limits, bridge rules and even trailer geometry rules change at the state line. The same configuration is fine in one jurisdiction and a citation in the next one on the route.
One load, several rule sets, one wrong answer needed.
What do I get. Why is that not what I already have. And what does it look like on a load I recognise. If a claim cannot answer all three, it is not on the page.
Read the axle page in fullThe outcome
What it does
Place the freight on the deck and watch the steer, drives and trailer groups update together.
Why it is different
A gross total can look legal while one group is already over. The board points to the group with the least room before loading is finished.
On a real load
Open the axle-engine page for the full 46,000 lb worked load and the calculation behind its drive-tandem result.
Open the example to see the numbers and the corrective move.
The outcome
What it does
Each axle is checked against the rule book, its tires and the equipment rating at the same time.
Why it is different
The lowest ceiling wins. That keeps a generous statutory number from hiding a lower physical limit on the equipment.
On a real load
The axle-engine page works through tire width, manufacturer rating and statute with the numbers printed beside each step.
Open the example to see the numbers and the corrective move.
The outcome
What it does
An over-limit result returns the direction and distance to move the tandems, fifth wheel or freight.
Why it is different
The yard gets an instruction it can act on now instead of a red status that starts a phone call after the trailer is sealed.
On a real load
The detailed page shows how the corrective move is derived and where the spare capacity is available to receive the weight.
Open the example to see the numbers and the corrective move.
Where the numbers come from
The difference is operational: the problem moves from the roadside back to the dock, while there is still time to fix it.
Before
Found after the doors close.
With AxleGuard
Caught while freight is still on the dock.
Before
The roadside finds what the plan missed.
With AxleGuard
Corrected before the driver starts the day.
Before
One violation follows you for two years.
With AxleGuard
Prevented before it reaches the carrier record.
Before
Planner, driver and yard have different answers.
With AxleGuard
One axle verdict and one corrective move.
Navigation gives you the road. Dispatch gives you the paperwork. Telematics gives you the dot on the map. Onboard scales give you the weight after it is loaded.
See the whole landscape| Capability | Us | Nav | TMS | Telematics |
|---|---|---|---|---|
| A road the truck can take | part | |||
| Axle weight from where freight sits | ||||
| Every consecutive axle group | ||||
| The correction, in holes and inches | ||||
| Re-checked at every stop | ||||
| Derived replay; physical data after commissioning | part |
Core load and compliance work is unlimited. Credits cover new live routes and optional road, weather, terrain and fuel data when your team chooses to use them.
For one planning team
$499 / month
$4,990 yearly · two months free
One planning team, unlimited core compliance checks and a small pool of connected trip solves.
For an active dispatch board
$1,499 / month
$14,990 yearly · two months free
A shared operating view for dispatch, compliance and daily route intelligence.
For multi-terminal operations
$3,499 / month
$34,990 yearly · two months free
More terminals, equipment and trip volume without charging for every person who needs the answer.
Choose by team size and connected trip volume. Every plan keeps core safety checks unlimited.Compare the three paths in full →
Next step
Bring a trailer, its freight and the jurisdictions it crosses. We will plan it, check it and show the corrective move using your own operating details.
