Drivers' hours, the Working Time Directive, tachograph downloads, maintenance at the declared interval, ADR and axle weights — enforced on write, with the regulation quoted in the refusal. Built on Directus 11 and Postgres 16, hosted by you with the full source.
A transport manager who knows the rules keeps them in a hours spreadsheet, a maintenance planner on the wall, a downloads folder and their own head. The rules are being followed; the evidence is scattered.
None of it tells you that a driver is an hour from their fortnightly limit before Monday's allocation, that a vehicle falls due for inspection inside the planning window, or that 2,707 km of mileage cannot be attributed to anybody — the first thing an investigation looks for.
And when DVSA visits, the question is never "do you have a licence". It is "show me you are doing what you undertook to do" — which normally takes three weeks of gathering paperwork.
Trucin encodes those rules instead of describing them.
This is the part a transport manager checks first, so here it is in specifics rather than adjectives. Every rule below refuses the write, with the article in the refusal message.
Daily, weekly and fortnightly driving measured over the fixed week and rolling fortnight, not any seven days. Breaks where other work does not reset the clock — only a break or a rest does. Weekly rest within six 24-hour periods: 144 hours, not "six days", and a reduced rest creates a compensation debt with its own deadline. Allocating a run that would breach any of them is refused, and the refusal names which limit binds.
Distinct from drivers' hours, routinely conflated with it, and both apply at once. The 60-hour absolute week and the 48-hour average — counting driving plus other work, averaged over the weeks that exist rather than diluted by empty ones.
Driver card every 28 days, vehicle unit every 90. A download register with the deadlines counting down, and the mileage nobody can account for reported per vehicle — because missing mileage between downloads is what an investigation looks for first.
Vehicles and trailers counted against the authorisation — one more than the licence allows is refused, not warned about. Inspections at the interval this licence declares: a cycle kept at 63 days against a declared 42 is a finding even when no single inspection was late. Records retained 15 months, four laden roller-brake tests as a property of the rolling year, and each undertaking shown with live evidence — quoted in the operator's own words, never paraphrased.
Transport-category points are computed from the load lines, so the 1.1.3.6 exemption applies itself — nobody ticks their way into or out of ADR in either direction. Driver certificate and vehicle approval are checked at dispatch. Axle weights are checked against the plates, and an overload is recordable — it has to be, in order to be reported.
Not five views of the same table — five questions, each answered for the person who asks it, with every figure computed through that person's own permissions.
The traffic office: can this vehicle go out today, and if not why. Drivers sorted by how little headroom is left, blocked rows carrying the reason in the words of the regulation.
The transport manager: is the licence safe. Continuation countdown, undertakings at risk, and the evidence for each counted from the records rather than entered.
The workshop: what has to come in, and what is grounded. Overdue against the declared interval, dangerous defects, and trailers in the same line as the lorries.
The director: what the work earned. Margin including standing costs — leave them out and general haulage shows a margin it does not have — with the jobs losing money counted, not averaged.
The driver: how much can I still do, and is anything about to stop me. Driving left today and which limit binds, the walkaround, their own documents — and no rate, cost or anybody else's hours.
36 saved views across five layouts, opening on the rows somebody is actually looking for: defects on a board, the inspection regime on a calendar, the fleet on a map, dangerous goods as cards.
Table names as they exist in the database, grouped by module. Field definitions are not published.
Seven roles, eight policies, 258 permission rows — and every claim below is an executable assertion that performs the operation as the persona, not a reading of the grant list.
Their own hours, runs, infringements and checks — the endpoint filters on their own id rather than trusting the policy scope to do it. Eleven commercial fields are withheld: a driver never sees what a job paid or what they cost.
The workshop cannot read duty records, infringements, downloads or runs — so the board says exactly that, shows an honest empty panel, and fills in the Vehicles panel completely. No Forbidden modal, and no figures quietly computed from rows this person cannot see.
Every count comes back as zero for a collection you may not read, and zero open infringements looks exactly like a kept promise. So an undertaking whose evidence is unreadable is a third state — "cannot be evidenced here" — not a pass. The same rule this product applies to nil-defect records and unattributable mileage.
The auditor reads the whole compliance record, produces the licence report, and cannot write a single row — including its own name, so a temporary login cannot rename itself and outlive the visit. Driver dates of birth, licence numbers and card numbers are withheld: an investigation is about the operator's systems, not a driver's personal details.
Every role carries its own permission policy. These are the roles as they ship; add or reshape them like any other Directus role.
"Can this vehicle take Thursday?" is about one row of one lane, so that is the layout — not a month grid. Each run carries its reference, start time and length. Two runs overlapping on the same vehicle are outlined in red and named on each other. A run with no vehicle allocated gets its own lane at the top, because nothing else on the screen was showing it. An empty cell is spare capacity, which is the other half of planning.
A vehicle is somewhere, so it belongs on a map — and on one that shows what it is. A tractor unit, a rigid and a van are three different silhouettes, colour comes from the vehicle's own status so an off-the-road lorry cannot look like a working one, and vehicles sharing a depot's coordinates are fanned out with a count rather than hidden behind each other. Every marker states why it is where it is: at the operating centre, out on a run, or at the maintenance site. The markers are deliberately schematic, because the positions are derived rather than tracked — a photoreal lorry sliding along a motorway would sell live tracking this product does not have.
This is the part no schema export reproduces — 8,730 lines of TypeScript across ten packages, built with the official Directus extensions SDK, rendered with Directus's own components so it inherits your theming, and gated per role. Four of them are MIT — written by us, for this product. The map and the country fields know nothing about haulage, so we publish them to stand alone rather than keep them behind the licence — each builds outside this repository, to the same bytes, and that is checked rather than asserted. Open source here means we opened our own code, not that somebody else's entered the product.
planning-boardModuleThe traffic office board: driver headroom, blocked vehicles with every refusal reason joined together, and everything falling due inside the planning window.
licenceModuleThe licence position: continuation countdown, each undertaking with its live evidence, operating centres as a meter of spaces used against spaces authorised.
maintenanceModuleThe workshop's week in the order the work has to happen: overdue, due in the horizon, off the road, and the defect queue chained to the checks that raised it.
costingModuleRevenue, margin with standing costs in, jobs losing money counted not averaged, and each vehicle against its own consumption baseline — never the fleet's.
my-workModuleThe driver's screen: driving left and which limit binds, the countdown to the next weekly rest, today's walkaround, their own documents by soonest expiry.
road-guardHookThe rule engine — 2,825 lines. Refuses the write that would breach a regulation, with the article in the message.
road-apiEndpointEight routes behind the five screens and the three documents, permission-checked on every call and filtered on the caller's own identity.
fleet-mapLayoutThe fleet on a map, honestly: positions derived from the runs and the operating centres, six silhouettes so a 44-tonne artic does not look like a Transit, and vehicles sharing a depot's exact coordinates fanned onto a ring with a count rather than hidden behind one dot. Every marker states why it is where it is. No Leaflet — Web Mercator and image tiles, so no third-party mapping code enters the bundle. directus-extension-fleet-map, MIT.
document-buttonInterfaceGenerates and downloads the document for that record: the infringement letter, the inspection sheet, the licence position report.
iso-selectInterfaceSearchable ISO 3166 country picker: 257 regions and 190 languages resolved through ICU at render time, so the list costs zero translation rows and corrects itself when a country renames. directus-extension-iso, MIT.
map-pointInterfaceThe read-only half of the map: one vehicle's derived position, on a map that actually pans and zooms. Directus's own map interface is an editor, and setting it readonly leaves a picture you cannot even zoom — while a position computed from the runs is precisely what nobody should be able to drag into the next county. Same MIT package as the layout.
iso-nameDisplayRenders a stored ISO code as its name in the reader's own language. Ships in directus-extension-iso, the same MIT package as the picker — built by us.
Fifteen minutes on a call and we will open the planning board, try to allocate a run to a driver with no hours left, and let you watch it be refused with the article cited.
Rules that need context: this duty period overlaps another, the licence authorises 12 and 12 are specified, the cycle exceeds the declared interval. Refuses the write, with the article in the message. Anything that must refuse stays here — a rule that can be outrun is not a rule, so the three notification flows are advisory by design.
The shape of one value, shown in the interface as you type. Before this layer existed, the API accepted a service brake efficiency of 150%.
The floor, held against any writer including a psql session. Not business rules — impossibilities. A duty period that ends before it starts is not a policy question.
721 translation keys — 3,605 rows — covering field labels, dropdown values, help text and the five custom screens. The API returns a reason code and the client renders the sentence, so the half of the screen that explains why a vehicle cannot go out is translated too, and the statutory nouns use their own terms: an annual test is a *Hauptuntersuchung*. Copy lives in Directus's own translations table, so a translator can fix a word without a rebuild.
Three documents, generated from the record with the caller's own permissions: the infringement letter — the undertaking is that infringements are addressed with the driver *in writing*, and this is that writing, with the breach, the article, what was said and two signatures; the safety inspection sheet with the brake figures and the declaration; and the two-page licence position report — authorisation, every undertaking, and its evidence. An action left blank prints as blank, because a form that looks complete and says nothing is how an operator ends up at a public inquiry with their own paperwork against them. No PDF library: a template that pulls one into the container inherits its release cadence and its CVEs, for the sake of three documents made of text, rules and boxes.
The one boundary is simple: the software stays inside your organisation. You are buying an unrestricted right to use and change Trucin, not to pass it on. If you are a software house wanting to stand it up for a client, that is a separate arrangement — talk to us and we will license the deployment directly.
You would find all of this in the first hour, so here it is in the first ten minutes.
It is the system a transport operator uses to stay inside the rules their Operator Licence depends on: EU drivers' hours, the Road Transport Working Time Directive, tachograph download intervals, preventive maintenance at the interval declared to the Traffic Commissioner, ADR for dangerous goods, and axle weights. Trucin covers all of that in one database, enforces the rules on write, and can produce the evidence for every one.
Yes, as refusals rather than warnings. Daily, weekly and fortnightly driving limits from EC 561/2006 are measured over the fixed week and rolling fortnight, breaks are tracked knowing that other work does not reset the clock, and weekly rest is checked within six 24-hour periods — 144 hours, not "six days". Allocating a run that would breach any of them is refused with the article in the message.
That is the screen the transport manager gets. Each undertaking is shown with live evidence counted from the records — inspections against the declared interval, retention against the 15 months promised, downloads overdue, dangerous defects outstanding — and the licence position report puts it on two pages. Answering that question normally takes weeks of gathering paperwork.
It is our careful reading, encoded and tested — 137 automated checks, most of them about the regulation, each asserting the behaviour rather than the wording. Where the rules were subtle we wrote down why: the fixed week versus a rolling seven days, six 24-hour periods versus six days, other work not resetting the break clock. Your transport manager should review it, and the code is legible enough for them to do that.
You own the source, and the limits are named constants at the top of one file. A change to a driving limit is a one-line edit and a test run. There is no dependency on us.
You run it. Trucin ships as Docker Compose plus a numbered install sequence, and you hold the full source, so there is no account with us and nothing calls home. That also means the compliance record never leaves your infrastructure.
No, and it does not pretend to. Positions on the fleet map are derived from the runs and the operating centres, and the field says "Derived, not tracked" on the record itself. There is one field to point a telematics feed at if you have one — that is ordinary integration work, quoted separately.
It is a one-time perpetual licence rather than a per-vehicle-per-month subscription, priced against what building the equivalent would cost you. The figure depends on whether you are deploying it for your own fleet or standing it up for a client, so get in touch and we will give you the number for your case.
Anything. Change the schema, rewrite the rule engine, rebrand the screens, and keep your modifications entirely private. The single restriction is that the software stays inside your organisation.
Yes — English, Spanish, French, Italian and German, across 721 translation keys. That includes the refusal reasons: the API returns a code and the client renders the sentence, so the explanation of why a vehicle cannot go out is translated too, using the statutory vocabulary of each language.
We will walk the architecture, you ask the awkward questions, and you decide. If Trucin is not the right fit we will say so.
