Businesses · Transportation
For operators running owned and hired trucks across long-haul lanes, depot networks and last-mile routes. Every kilometre is billed. Only some of them are accounted for.
The drain
Every operator knows the margin is thin. Almost none can name the three lines that eat it — because those three are the only ones a spreadsheet cannot see.
Forty-eight rupees of every hundred leave as diesel — and the only record most fleets keep of it is an invoice from the person who sold it.
Wear is not an event, it is an accumulation — of harsh braking, of over-revving, of a clutch ridden for 600 km. The bill arrives months after the behaviour that wrote it.
The EMI does not move. But it is spread across the kilometres the truck actually runs — so an under-utilised vehicle quietly makes this number bigger every month.
Nine rupees. Less than a fifth of the fuel bill — and yet the person it pays for determines the fuel bill, the wear bill and the insurance bill. The smallest cost with the largest leverage.
Fixed per corridor — which means it is only a surprise when the truck did not take the corridor you priced. Deviation is a cost, not a nuisance.
An engine running at a gate. A truck held nine hours by a consignee. A trip re-run because the paperwork failed. None of it appears in any ledger, and all of it comes out of the same eight rupees.
Fuel, wear and idle time are ₹65 of every ₹100 you earn — and all three are invisible to a spreadsheet. They are visible only to the vehicle. That gap, not a dashboard, is the reason telematics exists.
One trip
A single run, Delhi to Jaipur. Five moments where the cost is decided — and four of them happen while everyone is looking at a map.
Tracking answers one question, at every stage: where is it. Every other question on this page is answered somewhere else.
The invoice says 180 litres. The tank took 164.
The trip's largest cost is decided before the wheels turn. A short-fill at the pump is not theft on the road — it is sixteen litres that were never yours, reconciled against nothing.
Sixteen litres, on one refuel, on one truck. Multiply by a fleet and a year and it becomes a line item that has never had a name.
3.1 km/l is not a problem until you know the same truck runs 3.9.
Same lane, same model, same load. The only variable left is the person driving — and the only way to say so without an argument is to have measured the other three.
Benchmarking is what separates a bad lane from a bad vehicle from a bad habit. Without it, every fuel conversation is one person's word against another's.
Every halt is either rest, or loss.
Forty-two litres in eighteen minutes, ignition off, off the scheduled stop. That is not a fuel reading. That is an event — but only if something checked it before it was raised.
Nothing reaches an exception list on a level drop alone. Each is cross-checked against ignition, position and the refuel invoice before anyone is accused of anything.
The truck arrived on time. Then it waited nine hours.
The longest stage of most trips happens after arrival, inside somebody's gate. It is the cheapest cost in the business to recover and the hardest to prove — unless the clock started on its own.
The detention was never a dispute about whether it happened. It was a dispute about whether it could be shown. Those are different problems, and only one of them is solvable.
The trip closed. Now it becomes a number you can act on.
Fuel, mileage, halts, detention and health — reconciled to one cost per kilometre, for this truck, on this lane, with this driver. Not a monthly average that hides all five.
Nine rupees per kilometre across 260 km is ₹2,340 on one trip. The number is not the point. The fact that it decomposes into four causes is the point.
How Taabi is different
Every telematics system can tell you the truck was late. That is a complaint, and a complaint is negotiable.
Taabi holds the delay against trip telemetry, geofence, ignition, fuel and behaviour before it becomes a claim with a rupee on it.
Continuous position, not a driver's phone call. The arrival time is not something anybody needs to remember, agree on, or be trusted about.
Rules out late arrivalThe nine hours were spent within a geofence that belongs to the customer, not in traffic, not at a dhaba, not on a diversion. The location of the delay is the whole argument.
Rules out road delayThe vehicle was not manoeuvring, not queuing at a weighbridge, not being unloaded. It was waiting — and the ECU says so without being asked.
Rules out operationsNo consumption, no movement, no refuel. Fuel is the cross-check that turns a stationary GPS point into a stationary vehicle — the two are not the same, and disputes live in that gap.
Rules out sensor driftOne long wait is bad luck. Sixty of them is a yard SOP. The pattern is what converts a single invoice line into a commercial conversation with the customer who caused it.
Establishes patternThe five signals are not a feature list. They are the reason the claim holds when the consignee disputes it, and the reason the hours are recoverable when they do.
This is the whole difference. A GPS ping gives you a complaint. GPS plus geofence plus ignition plus fuel plus pattern gives you evidence — and only evidence gets paid.
Use cases
Forty-eight rupees of every hundred. Catch drops, short-fills, idling and mileage drift before they arrive as a monthly total.
Detention, turnaround and empty running are capacity you have already paid for and are not using.
An incident does not start at impact. Fatigue, distraction and tailgating build first, and are visible long before they land.
A breakdown on a lane is not a repair bill. It is a missed delivery, a stranded load and a customer call.
Fuel, trip, driver and health read against each other. A cause and its effect belong on the same screen.
Solutions available
Live position, lane adherence, deviation, ETA and trip status across owned and hired vehicles.
Sensor-level drops, refuel verification, idle loss and mileage variance — by vehicle, driver and lane.
OBD diagnostics, fault codes and engine health, so a service happens in a bay rather than on a shoulder.
AI dashcam, ADAS and driver monitoring, with recorded evidence for the incidents that get disputed.
ETA, stoppages, detention and closure — the record that turns a delay argument into a billable fact.
Cost per kilometre, fuel, safety and productivity compared across lanes, depots and vehicle classes.
Business impact
Not a percentage we cannot source. A list of things that are true on the left today, and true on the right after.
Every row on the right resolves to the same denominator — ₹ / km
Proof slot — empty
One named transportation customer, with fleet or asset count and a measured delta. This is the block an enterprise buyer scans for evidence, and it is the one thing this page does not yet have. Fill it with a customer — not a borrowed benchmark.
Who it's for
Fleet owners
Operators who can price a lane but cannot say which of their vehicles on it is losing money, or why.
Transport managers
Managers absorbing hours at customer gates with no record durable enough to bill against.
Finance and control
Controllers signing off the largest operating line in the business on a reading nobody independently verified.
FAQ
It is the practice of measuring a vehicle continuously rather than periodically, so cost can be attributed to the trip, the driver and the lane that produced it. In transportation that means reading fuel, trip, driver behaviour, safety and engine health on the same period and the same filter — instead of reconciling four separate reports at the end of a month, when nothing about the month can still be changed.
Both. Attached and market vehicles are where visibility is weakest and leakage is highest, because the operator carries commercial exposure without operational control. The same fuel, trip and adherence record exists for a truck you do not own, which is what turns the conversation with the vendor into a data conversation rather than a negotiation.
Because a tank moves for reasons that have nothing to do with pilferage — gradient, terrain, sloshing under load, sensor drift and legitimate refuelling all produce drops that look identical to a single reading. A drop only becomes an event once it survives the checks that rule those out. An alert that skips them trains the team to ignore alerts, which is worse than having none.
Get started
See the drain, the trip and the evidence chain run against a live fleet — and what the same view would surface in yours.
