“Is there tachograph software that lets the driver see their own infringements?”
Most analysis bureaux send the operator a report and the driver a letter. DDIR puts the whole day on the driver's phone — the activity bar, every segment, card in and card out — then explains the infringement in plain words, out loud if they want, in English, Polish or Romanian.
Driving
9h 06m
Other work
1h 02m
Break
45m
Article 7 — break not taken
05:14 → 09:59 · 4h 45m driving, no break
The driver's own screen
Tachograph analysis has a habit of arriving as a PDF nobody reads, built by somebody nobody has met. We took the opposite view: keep it simple enough that the driver, the manager and the owner are all looking at the same thing. Not three different versions of the week.
The driver
Ninety days of history, each day opening into the full activity line — every segment, every card insertion and removal, and shifts that carried over from the day before marked as such.
The manager
Both screens are fed by one engine reading one set of files. When a driver queries a decision, nobody is comparing two different readings of the same card.
The record
Re-analysis does not rub out decisions. Acknowledgements, manager sign-offs and overrides stay stamped on the infringement they were made against.
A driver handed “Reg. 561/2006 Art. 7 — insufficient break” learns nothing from it. Andre, our assistant, says what happened in the words a person would use — and the app will read it aloud, which matters more than it sounds when a driver is better at listening to English than reading it.
A good share of what an analysis engine raises has an explanation sitting in the driver's cab. If the evidence only ever travels one way, you never hear it — and you end up defending a record you already suspect is wrong.
Evidence
A manual record, a tachograph printout, a ferry ticket, a yard gate shut. The driver attaches photographs to the infringement itself, where the next person to look at it will find them.
Their words
Comments travel with the acknowledgement. Not a tick-box agreeing they were at fault — room to disagree, recorded.
Signature
Signed on the phone, timestamped, kept against the infringement. That is the piece an examiner asks for, and the piece a paper system usually cannot produce.
Paper, if you must
Some drivers will never use the app and some managers want wet ink. Print the letter with a signature block, get it signed, photograph it back in against the same record.
The step a repeat offence earns is a decision for the operator, not for a software company. You set the rungs in a guided walkthrough, and each rule you set is labelled against the DVSA Earned Recognition standard it meets — or tells you plainly that you have gone tighter than the standard, or below it.
It recommends
Repeat offences in the same category inside a rolling window move a driver up. The recommendation sits on the row, so nobody has to count back through twelve weeks of letters to work out where someone stands.
You decide
The manager can take a different step, and the reason is recorded against the infringement. A recommendation you cannot depart from is not a policy, it is a straitjacket — and the licence is in your name, not ours.
Then it is published
Sign the policy and it goes out to every driver on the app as a document they have to acknowledge. A disciplinary process nobody was told about is the one that falls over the first time it is used.
Kept in step
Change the policy and the old version stays readable. A driver dealt with in March is still judged by the March wording, which is exactly what you will need if it is ever argued about.
A warning on a file changes nothing on the road. Every rung can carry training rather than just a reprimand — and the subject library covers the whole job, not only drivers' hours, because the driver who is short on break management is rarely short on only that.
Forty-seven subjects across nine groups, and you can add your own. Assign one to a driver, they work through it on the phone, and the sign-off lands on their training record where an auditor can find it.
This is where operators actually come unstuck: the cards and units are behind, so the analysis is analysing last month. Homer sits in the vehicle and pulls the unit down on its own — and because the box and the SIM are already there, switching tracking on costs 50p rather than the standalone price.
All prices per week, excluding VAT. Tachograph analysis is charged separately from the £1 per vehicle per week that covers the rest of DDIR — it is a paid module on top, not part of it.
Worth saying plainly. Analysis is a mirror, not a remedy — it tells you what the cards say, and the rest is still a management job.
Built and run by working Transport Managers — the people who sit on operators' licences, defend the infringements and stand up at Public Inquiries. The ladder looks the way it does because of what gets argued about in the room.
Thirty days free, no card needed. Upload a month of cards and see what the engine makes of a week you already know the answer to.
