How ZV2X Logistics turned its driving policy into a weekly conversation

The problem

ZV2X runs sixty trucks, thirty vans and twenty sales cars out of four depots. It had a good Driving for Work Policy and Geotab trackers in its vehicles, but the two had never been connected. The policy said what drivers should do. The tracker recorded what they did. Nobody could say, week by week, whether one matched the other, and the people working alone at customer sites were not covered by either.

What Zetifi set up

1. Policy to plan. Each rule in the policy was mapped to something the system can check, who is told, and what evidence is kept. That became the Connected Fleet Safety Plan, a four-page addendum the Fleet and WHS Manager signed off.
2. Geotab rules and cameras. Speed against the signposted limit, a 100 km/h truck limit, 10 km/h depot yards drawn as zones, seatbelts, phone use, tiredness, close following and camera tampering, with in-cab warnings where the driver can act on them.
3. Zetifi Marshal. Geotab events and app alerts flow into ZV2X's own Microsoft 365: an incident register in SharePoint with the video attached, and alerts to the right person. Sales reps and drivers at remote drops use the Marshal app for check-ins, an emergency button and a fit-for-duty check.
4. A weekly summary. Every Monday the Fleet and WHS Manager and each depot manager get three pages: the key issues, the suggested actions, and every vehicle, with a link to the clips.

What the first week showed

The trucks were not speeding, their limiters were. The prime movers held a steady 101 to 103 km/h on GPS, and only went over 105 km/h for 30 seconds 57 times. A beep at 100 would have sounded all day. The plan records anything over 100, beeps at 105, and the summary named four trucks for a limiter check.

Most yard speeding happened in one place. At Laverton North it bunched at the truck gate. A sign and a speed hump inside the gate deal with most of it, a fix no amount of driver coaching would have found.

One van told a story. VN22 appeared in four lists in the same week: close following, distraction, yawning and phone use. Together they pointed to a tired driver, so the action was a conversation about rest breaks, not a warning.

A covered camera was a question, not an accusation. One crane truck's camera was blocked 38 times. The Fleet and WHS Manager was emailed each time, and the plan says to ask the driver first, then check the camera.

What changed

The depot managers now spend twenty minutes a week on the summary instead of finding out about a near miss weeks later. Every action, and the clip behind it, sits in ZV2X's own register, so when the board or a regulator asks what the company did about a risk, the answer is already written down.