Skip to main content
IndTrack logoEST. 2006
SolutionsPlatformProductsHardwareClientsResourcesAIS-140Login
Book DemoGovt Sales
IndTrack

Operations intelligence for vehicles, people, and sites. AIS-140 certified. Mission-critical fleet infrastructure since 2006.

CIN U72900MH2012PTC236363 · GSTIN 27AADCI1502M1ZP
MSME UDYAM-MH-20-0143205 · ISO 9001:2015 Certified

Solutions

  • Government programmes
  • Logistics & industry
  • AIS-140 compliance
  • Fleet platform
  • Tracking devices

Products

  • Vehicle Tracking (VTS)
  • Product suite
  • Bus ticketing
  • Gate & visitors

Company

  • About IndTrack
  • Clientele
  • Careers
  • Resources
  • Contact / Demo
Corporate Office
Indtrack Technology Pvt Ltd, 693 Model Town Behind Indora Metro Station, Beside Dr. Babasaheb Ambedkar Hospital, NH7 Indora Square, Pincode 440014, Nagpur, Maharashtra, India.

Get in touch

Open in Google Maps
+91 8380000445
info@indtrack.com

© 2006–2026 IndTrack Technology Pvt Ltd. All rights reserved.

Privacy·Terms·Refund & Cancellation·Security·Status: Nominal

Loading content

Industry Solutions

Fleet tracking and operations intelligence for Indian enterprise and government.

IndTrack is one platform: live GPS, alerts, reports, and compliance-ready hardware. Use the sections below to match your operation - logistics, public programmes, schools, emergency fleets, or AIS-140 - without jumping through a dozen separate pages.

Request ConsultationAIS-140 guide
Jump to
Enterprise & logisticsGovernment & public programmesSchools & emergency servicesAIS-140 & statutory tracking
IndTrack for

Enterprise & logistics

Private fleets, 3PL, cold chain, and industrial haul - live position, route proof, idle and fuel signals, and reports your ops team can act on.

3PL, distribution & enterprise fleets

Logistics & fleet

Fuel spend, idle time, and unauthorised movement are the three lines every fleet owner suspects are wrong - and the three hardest to prove without a trail.

You know roughly what the fleet costs and roughly what it delivers, but the gap between the two is filled with unexplained fuel, idle hours nobody owns, and trips whose actual route no one can reconstruct a week later.

  • Fuel loss has no signature. Without joining consumption to position and idle time, siphoning and unrecorded detours look the same as normal operation.
  • Idle time is invisible. Engine-on-stationary hours accumulate at loading points and roadside halts and never appear in a report.
  • Route compliance is unverified. The planned route and the driven route are only compared when a customer complains.
  • Delivery disputes have no evidence. Proof that a vehicle reached a location at a time is reconstructed from phone calls rather than a record.
Reefer transport, cold storage & pharma

Cold chain

Auditors do not ask for your transport data and your warehouse data. They ask for the chain of custody, unbroken, across both.

A spoilage claim arrives and you have two partial stories: the transporter's data logger for the journey, and a manual temperature register for the warehouse. Neither covers the handover, which is exactly where the excursion happened.

  • The chain breaks at the dock. In-transit monitoring and at-rest monitoring are separate systems, so the handover window has no continuous record.
  • Excursions are discovered late. A logger downloaded on arrival tells you the load was warm hours after anything could have been done about it.
IndTrack for

Government & public programmes

State transport control rooms, rural roads and water GIS, municipal waste, mineral carriers, and backend feeds - built for tender, GeM, and audit conversations.

Public programmes - transport, rural works, municipal, state systems

Government & PSU

IndTrack is used on state bus control rooms, mineral-carrier tracking, Panchayat Raj road geocoding and visual evidence, rural water and sanitation asset maps, state-backend feeds, and municipal garbage fleets. AIS-140 hardware is one layer. The programme is the product.

The mandate is clear and the deadline is fixed, but the vendor has to deliver the operating system the department will run - control room, field evidence, scheme map, or state-backend feed - plus the eligibility pack a tender and an audit both demand. A certified device alone does not close that gap.

  • Certification gaps stall the programme. An expired ICAT or ARAI certificate disqualifies a bid at the last moment, regardless of technical fit.
  • Backend integration is treated as an afterthought. State backend conformance is discovered to be a project of its own once devices are already in the field.
  • Retention rules are not designed for. Historical logs get trimmed for storage reasons and then cannot be produced when an audit asks for them.
  • No single command view. Multiple depots and multiple fleets report separately, so leadership never sees the programme as one picture.
STU, city bus & command-centre operations

State bus & control centre

State transport and city-bus programmes need more than a tracker on the dashboard. Operators need live fleet status, route exceptions, and a shared command view that depot, control room, and leadership can act on together.

Depots know their own buses. The control room sees a map that is always a few minutes behind the radio. Leadership gets a daily total. Nobody has one live picture of which services are running, which have broken the corridor, and which never left the depot.

IndTrack for

Schools & emergency services

Parent-visible school transport and emergency response fleets where location and escalation speed matter more than spreadsheet updates.

Schools & student transport operators

School transport

School transport is judged on two things: whether a parent can see the bus, and whether you can prove compliance the day an inspector asks.

Every delayed bus becomes a phone call to the front office, and every phone call is answered with a guess. Meanwhile the compliance file - route history, speed events, driver records - gets assembled by hand whenever an audit or a parent committee asks for it.

  • The office is the tracking system. Staff relay bus positions by calling drivers, which does not scale past a handful of routes and fails exactly when it matters.
  • Parents have no visibility. Without an app or notification, anxiety converts directly into calls, complaints, and reputational risk for the school.
  • Compliance evidence is reconstructed after the fact. AIS-140 route history and speed events are pulled together manually, which is slow and hard to defend.
  • Incidents have no timeline. When something goes wrong on a route, there is no chronological record to review with parents or authorities.
Emergency response & medical mobility

Ambulance & emergency

Emergency mobility is measured in minutes, and improved only when every response leaves behind a record you can review afterwards.

The dispatcher picks a unit from memory rather than from a map, the caller is given an estimate rather than an ETA, and after the response there is no record detailed enough to learn anything from.

  • Nearest unit is a guess. Without a live map, dispatch defaults to the familiar vehicle rather than the closest available one.
  • No visibility once the unit is moving. The control room loses the vehicle between dispatch and arrival, so escalation happens only when someone calls.
IndTrack for

AIS-140 & statutory tracking

When the programme requires AIS-140, IndTrack pairs certified devices with the control-room view auditors and STAs expect - not a generic map widget.

AIS-140 fleet tracking system

AIS-140 fleet tracking

See every vehicle, route exception, alert, and trip record in one live operational picture. IndTrack helps state transport, BRT, city bus, ambulance, and enterprise fleet teams operate with real-time visibility and audit-ready data.

Fleet operations become difficult when the field is visible only after a complaint, a missed trip, or an audit. Multiple trackers, manual calls, fragmented reports, and disconnected maps leave the control room acting on follow-up rather than evidence.

  • Route breaks are seen too late. Vehicles leave the planned corridor and the control room hears about it from a complaint, not from an alert.
  • Exceptions have no owner. Overspeeding, long idling, and unauthorised stoppages are reconstructed after the shift, not acted on during it.
  • Audits ask for proof, not screenshots. Historical trip and event history is what a review needs, and it is what a phone log cannot supply.
  • The command view is split. Maps, alerts, and reports live in different tools, so operators cannot treat an exception as one record.

AIS-140 deployment guide →

Talk to us

Need a custom industry deployment?

Share your fleet profile and operational challenges. We will suggest the right stack and rollout path.

10 digits
Helps us size the walkthrough
+91 8380000445info@indtrack.com
  • Audit evidence is manual. Temperature registers filled by hand are the weakest document in an FSSAI or customer audit, and everyone in the room knows it.
  • Claims cannot be settled with data. Without a timestamped, tamper-evident record, spoilage disputes are settled by whoever argues hardest.
    • Mineral carriers - mine, quarry, cement & steel

    Mining & mineral transport

    Mineral and quarry carriers are where the losses hide: unrecorded tipper trips, weighbridge mismatches, and diversions on routes nobody is watching after dark. The same trip-count and weighment model is used on cement and steel haulage.

    You pay per trip or per tonne, but the trip count in your system and the trip count on the ground rarely agree. Weighbridge slips are reconciled manually days later, contractors dispute deductions, and by the time a pattern is visible the quarter has closed.

    • Trip counts are self-reported. Contractor trip sheets are the source of truth, so billing disputes are argued from memory instead of evidence.
    • Weighment and movement live in separate systems. The weighbridge knows tonnage, the GPS knows position, and nothing joins them into a single trip record.
    • Diversion on short hauls goes unseen. A ten-kilometre route leaves little room for a dashboard refresh to catch a detour to an unauthorised stockyard.
    • Turnaround time is a guess. Queue time at the mine, at the weighbridge, and at the plant gate is invisible, so idle fleet gets solved by adding vehicles.
    • The control room and the depot do not share a picture. Radio and phone calls close the gap that the tracking screen should have closed first.
    • Route discipline is argued after the complaint. A missed trip or a corridor break is reconstructed from memory, not from a time-stamped service record.
    • AIS-140 is treated as the whole system. Fitment and state-backend reporting are necessary. They are not a control-centre workflow for service delivery.
    • Leadership sees totals, not services. On-road percentage exists. The individual service that failed this morning does not.
    Transport department / STA data exchange

    State backend solution

    Public transport programmes fail in the last mile between the vehicle and the state system. IndTrack treats state-backend connectivity, protocol conformance, and operational handover as part of the programme, alongside the control-room view the department will actually use.

    Devices are fitted and the vendor demo looks fine. Then the state backend rejects packets, IMEIs never appear on the department console, or reporting stops after a SIM change - and the programme is treated as “live” on paper only.

    • Fitment is declared complete before the backend accepts data. A fitted VLTD that the state system cannot see is not a commissioned vehicle.
    • Protocol and certificate details surface too late. Packet format, authentication, and test-report references become a project after buses are already in service.
    • Silence has no owner. When a unit stops reporting, the department, the operator, and the vendor each wait for the other to notice.
    • The operational console is a different system. Statutory reporting and the control-room view are built separately, so neither is complete.
    Panchayat Raj & road engineering departments

    Rural roads & visual evidence

    Road engineering and Panchayat Raj programmes need a map of what exists on the ground, not a spreadsheet of what was sanctioned. IndTrack supports geo-coding of rural roads and visual evidence capture so inspection, measurement, and scheme review share one record.

    The sanctioned road and the road that was built are often two different geometries. Photographs live on a phone. Measurements live in a register. When a review asks what was completed at a chainage, the answer is assembled after the visit, not captured at it.

    • The alignment is not on a map the department owns. Rural roads are described in text and village names. Inspectors cannot drop a pin on the same geometry the sanction used.
    • Visual evidence is not tied to a location. Site photographs have no chainage, no timestamp that survives transfer, and no link to the work item they were meant to prove.
    • Mobile capture and web review are separate projects. Field staff take photos; the office cannot filter, reject, or replay them against the road without another tool.
    • Scheme progress is a compiled statement. Block and district totals are typed up. They are not rolled up from geo-tagged records.
    RWSS / PHED - pipelines, assets, scheme mapping

    Rural water & sanitation

    Rural water supply and sanitation programmes need assets on a map against the state scheme that paid for them. IndTrack supports geo-tagged mapping of pipelines, structures, and field assets so a scheme review starts from location, not from a compiled statement.

    The scheme list says a habitations is covered. The ground has a tank, a stretch of pipeline, and a gap nobody mapped. Photographs of the asset are not on the same record as the scheme code, so a review cannot ask “show me this sanction on the map.”

    • Assets live in a register, not on a geometry. Pipelines, ESR/GSR, standposts, and toilets are counted. They are not drawn or pinned against the habitation they serve.
    • Scheme codes and field truth do not join. A state scheme identifier exists in the office. The photograph from the village does not carry it.
    • Coverage is a compiled claim. Habitation coverage is typed up for the review meeting. It is not rolled up from tagged assets.
    • Maintenance has no map. When a line fails, the crew inherits a description, not a geo-tagged alignment and the last inspection.
    Municipal corporation - garbage and sanitation vehicles

    Municipal waste & sanitation fleet

    Municipal corporations are judged on whether the garbage vehicle reached the ward, not on whether a tracker was fitted. IndTrack monitors collection and sanitation fleets so the control room can see route completion, missed beats, and idle time against the ward plan.

    Complaints arrive by ward. The fleet register says every vehicle went out. There is no shared record of which beat was actually run, which vehicle sat in the shed, and which route was shortened before the colony that files the most complaints.

    • Attendance is not the same as service. A vehicle leaving the depot is counted as a served ward. The beat itself is not.
    • Missed colonies have no timestamp. The complaint is the first signal. There is no geofence or route-completion record to check first.
    • Contractors and own fleet report differently. Outsourced collection and municipal vehicles do not sit on one control-room picture.
    • Fuel and idle time have no ward context. A vehicle that idled for two hours and a vehicle that finished its beat look the same in a simple GPS log.
  • Response quality is not reviewable. There is no chronological incident record, so service quality review is anecdotal.
  • Availability status is stale. Which units are free, en route, or at hospital is tracked on a whiteboard rather than in the system.