For fleets whose orders cross three borders before they are finished.
Domestic transport software treats a border as a line on a map. In international long haul the border is the job: a customs stop with an opening time, a ferry with a sailing, a driver whose remaining hours decide where tonight ends, and an invoice whose VAT depends on which country the customer sits in.
The border is a stop, not an afterthought.
A customs formality has a place, a time window and a queue. A ferry has a sailing you either make or do not. Both belong inside the order alongside the loading and the offloading, with their own timing, rather than in a note field that only the dispatcher who wrote it can read.
- Loading, customs, ferry, rail and offloading as first-class stops in one order
- Each stop timed in its own country's time zone, so a French slot does not drift by an hour
- Warnings on a stop three hours out and again at two, before it is missed
- Trailer swaps recorded mid-order, which is how a long run actually gets done
Hours and bans, before they become a problem.
Two things stop a truck in Europe that have nothing to do with the road: the driver's remaining time, and the country's calendar. Both are knowable in advance, and both are cheaper to plan around than to discover.
- EU 561 driving time, breaks and rest computed from the tachograph, drawn on the route where they will fall
- Weekend, night and holiday driving bans checked per country against your own stop times
- Driver rotations and home time planned across countries, with the truck parked where the swap happens
- Vignette and document expiry flagged on the board before dispatch, not at the barrier
Then it has to be invoiced, in the right country.
A cross-border job invoiced with domestic VAT on it is a correction and a conversation. A domestic job invoiced at zero is worse. The invoice decides it from the carrier's country and the customer's country, and the fuel and toll costs from the run are already attached by the time it is raised.
- Domestic rate or 0% intra-EU reverse charge, applied from the two countries on the invoice
- Fuel and toll transactions matched to the order that burned them
- Margin per truck and euro per kilometre across the whole international operation
- Customer tracking links, so a client three countries away stops calling
Questions people actually ask.
- Can an order have a customs stop and a ferry in the middle of it?
- Yes. Customs, ferry and rail are stop types alongside loading and offloading, each with their own place and timing inside the same order.
- How are time zones handled across a multi-country order?
- Each stop is timed in the time zone of the country it is in. A stop in France is late when it is late in France, regardless of where the dispatcher is sitting.
- Does it warn about national driving bans?
- Yes. Bans are checked per country against your scheduled stop times and raised as alerts, covering the EU and EEA countries that publish them.
- Can it plan driver rotations and home time?
- Yes. The HR planning timeline covers rotations and home time, with alerts as a rotation end approaches and the next driver named from the plan.
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Bring your hardest order to the call.
Three countries, a ferry and a customs stop. We would rather show you that one than a demo route.