Most of these came up on real calls with B.C. carriers. Where the honest answer is “you don’t need this,” that is what it says.
No, and this is the part most carriers are surprised by. The exemption means your drivers don’t have to keep a daily log. It does not remove the requirement to keep an hours-of-service record for each driver, for each day they are on duty, under MVAR s.37.28.
What actually happened is that the paperwork moved. It used to sit with the driver. Now it sits with you.
Four things have to be true:
If all four are true, you are in the local-hours lane and you owe the daily record. If one isn’t, tell me which and I’ll tell you what applies instead.
No. If you are under that weight and staying inside B.C., you are exempt from hours of service altogether and you don’t need ClearRoad or anything like it. I would rather tell you that now than sell you something you have no use for.
Fair question, and an audit isn’t the only exposure. The other one is a collision. The first thing anyone asks afterwards — an investigator, an insurer, a lawyer — is how many hours that driver had been working.
That is the day the record matters, and it is the day you cannot go back and create one.
No, and that is the point. An electronic logging device is for drivers who need a daily log. Yours don’t — that is the whole reason you are exempt.
ClearRoad produces the record the regulation asks you for, which is a different document. It is not a certified ELD and will never claim to be one.
No. It produces and retains the record, warns before a cycle limit is reached, and gives you something to hand over when someone asks. Complying with the regulation stays your duty as the carrier. Any product that tells you otherwise is selling you a problem you’ll discover at the worst moment.
Then that day isn’t local hours at all, and ClearRoad won’t pretend it is. The day is recorded and marked as outside local scope, and the driver is told to log it the way they normally would. You use your full RODS or certified ELD process for that day.
You export them. The records, the trip inspections and the supporting documents come out together, organised by driver and by day, and you hand that over. That is the moment the whole thing exists for.
They already use a phone all day. And this is less work than the paper record they are supposed to be keeping now — start the shift, do the inspection, finish.
If it helps, I will set the first driver up myself, in the cab, in about half an hour.
Good — that genuinely puts you ahead of most carriers I talk to. So try the same question on the paper: can you show me last Tuesday for one driver, in five minutes?
The problem is rarely that nothing exists. It is that it can’t be found, is incomplete, or disagrees with the fuel receipts.
Yes, for the part that matters most in a dead zone. Once a driver has opened the app once with a connection, they can open it again with no service and record the day’s hours. The entry is held on the phone, checked against their cycle using history already downloaded, and sent as soon as service returns.
To be straight about the edge: the guided shift workflow — starting a shift, the pre-trip and post-trip inspection — does need a connection today. The hours record does not.
You and the people you invite, and nobody else. Every request is scoped to the carrier and drivers that account is permitted to see. Backups held off-site are encrypted, and the company storing them cannot read them. The scope, sources and privacy page sets out what is retained, for how long, and which limitations you should know about before relying on it.
$30 per driver, per month. Per driver, never per vehicle and never per trailer — a trailer has no hours of service, so charging for one would be charging for something the product does nothing about. Two-driver minimum, and no contract.
Trial terms depend on your operation, so ask me on the call rather than reading a number off a page.
Anything to do with the records ClearRoad keeps is part of the subscription. If an audit comes, I’ll pull the export, review it, tell you what is missing, and take the call.
The rest of your NSC programme — driver files, maintenance records, the corrective action plan, sitting in the room — is consulting work, and I quote for it separately. Once a year, for everyone, I will spend an hour on an audit readiness check and tell you what an auditor would find. That one is free.
I am — Mundeep Singh. I do health and safety for a living in Surrey, B.C., through Mind to Hand Safety. I built ClearRoad because my own clients couldn’t produce these records and there was nothing on the market aimed at them. I’m not a software company; I’m the safety person who got tired of watching good carriers carry a risk they didn’t know they had.
Tell me what you run and where it goes. If ClearRoad isn’t the right thing, I’ll say so and point you at what is.
mandip@clearroadhos.ca