The dispatch board, not a spreadsheet with colours.
Most fleets run the day on a shared spreadsheet and a phone. The spreadsheet knows what was planned; the phone finds out what happened. The board here is the other way round: it starts from where the trucks actually are, and asks the dispatcher to confirm rather than to type.
One order holds the whole journey.
A load from Rotterdam to Milan is not two rows. It is a loading, a customs formality, a rail leg, and an offloading, each with its own place, its own time window and its own time zone. In VIGILFleet those are stops inside one order, so the order is complete the moment it is created and nobody has to remember the leg that lives in someone's inbox.
- Loading, offloading, customs, ferry and rail stops in a single order
- Each stop carries its own scheduled time, read in the country's own time zone
- Trailer swaps recorded mid-order, so the board still matches the yard
- Waiting time captured per stop, ready to be billed as demurrage
How a status change actually happens.
The dispatcher does not type the status. The truck proposes it and the dispatcher agrees.
The truck arrives
The position feed puts the truck within 500 metres of the next stop. VIGILFleet creates a pending status change and it appears in the notification centre.
The dispatcher confirms
One click advances the order to the next stop. One click dismisses it if the truck is only passing. Nothing changes state behind the dispatcher's back.
Everyone downstream sees it
The customer's tracking link updates, the driver's app shows the next stop, and the order moves down the board towards invoicing.
A proposal, not an automatic status.
Plenty of systems will advance a status when a truck reaches a stop. The difference here is the gate in the middle: the truck proposes, a dispatcher decides, and only then does anything downstream move. That is what makes the timestamp defensible when a customer disputes an arrival.
The board warns you before the phone does.
A stop that is drifting is worth more than a stop that has already been missed. Time cells turn amber three hours before a scheduled slot and red inside two, computed in the country of the stop rather than the country of whoever is looking at the screen. A French appointment does not quietly slide by an hour because the dispatcher is sitting in Bucharest.
- Amber at three hours, red at two, per stop, in the stop's own time zone
- Idle truck alerts when a vehicle stops moving away from a stop
- Driving ban alerts when a stop falls inside a national weekend or holiday ban
- Document expiry warnings on the row, before the truck is dispatched
Dispatchers see the trucks they are responsible for. Depot scoping and roles decide the rest, so a board with two hundred trucks on it is still a working screen for the person running twenty of them.
Questions people actually ask.
- Can one order have more than two stops?
- Yes. An order holds as many stops as the job needs, in sequence, and each one can be a loading, an offloading, a customs formality, a ferry or a rail leg. The order advances stop by stop rather than jumping from loaded to delivered.
- Does the board change anything automatically?
- No. Proximity creates a proposal, never a completed status. A dispatcher confirms or dismisses every change, which is what keeps the record defensible when a customer disputes an arrival time.
- What happens if a trailer is swapped halfway through the order?
- The swap is recorded against the order and the row is badged on the board, so the trailer on the paperwork matches the trailer that finished the job.
- Do dispatchers see the whole fleet?
- Only if you want them to. Orders can be filtered to the dispatcher who owns them, and depot scoping limits what a user sees to their own depot.
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