Stephen G. Lowry
An electronic logging device, or ELD, is installed in a commercial truck to record how long a driver has been on the road. Not every truck has them – any truck manufactured before 2000 won’t have the system in place; neither will certain types of vehicles or short-haul trucks – but most commercial vehicles used for long-haul trucking have these devices.
ELDs are supposed to ensure that commercial drivers (and the companies which employ them) follow the federally-mandated Hours of Service (HOS) rules. HOS rules “refers to the maximum amount of time drivers are permitted to be on duty including driving time, and specifies number and length of rest periods, to help ensure that drivers stay awake and alert.” These rules were implemented for safety reasons: fatigued truck drivers are dangerous drivers, and companies can and do often push their drivers to the brink when it comes to delivering goods.
This is why a recent investigation by Freightwaves, a price reporting agency that deals exclusively with the global freight market, is so disturbing. Per their findings, “industry insiders are accusing some ELD vendors of exploiting flaws in the Federal Motor Carrier Safety Administration’s technical specifications to let trucking companies and their drivers add ‘ghost co-drivers’ to skirt hours-of-service rules.”
What’s a ghost account/driver?
A ghost account is a “dummy” account created within a truck’s system that allows a company to “prevent unassigned driving time from building up in the system.” For example, say a company wants to run a road test for a new driver. The “ghost driver” would be logged into the system so that the ELD wouldn’t record the new driver’s road test as actual logged miles. There are perfectly legal reasons to use a ghost account – but avoiding HOS violations isn’t one of them.
How some ELD vendors are using their software to add more driver time
What ELD Rider is doing, according to Freightwaves, is creating fake drivers as a way to get around the HOS rules. A trucker told Freightwaves the following story (with corroborating video) about his experience with the ELD vendor:
Recently, a driver using ELD Rider software recorded a ghost co-driver being added to his device within 15-20 minutes after the driver contacted the company to request more hours….
At the time the U.S. driver contacted the ELD Rider representative in Serbia, the driver, who didn’t want to be named for fear of retaliation, had no drive time left on his clock and only 12 hours remaining on his 70-hour cycle before he was required by FMCSA to take a 34-hour reset.
He later received a call from ELD Rider confirming that the representative had edited the log to add a co-driver, often referred to as a ghost driver. The video then pans to the driver logging back into his device, showing that he now had almost 10 hours of drive time left in his day and around 68 hours remaining on his cycle before he must take 34 consecutive hours off duty before driving again.
This behavior, Freightwaves reports, has been going on since 2019.
The Federal Motor Carrier Safety Administration (FMCSA) is conducting an investigation, but it is likely to take a long time; ELD Rider is owned by LionEight LLC, which was once owned and operated by LionEight TMS LLC, but has been since sold off to Darex Solutions. In short, determining ownership and liability may be complicated, and the FMCSA has only just begun to ramp up its enforcement efforts against companies which skirt their regulations.
Truckers Report
Mainly Chicagoland does this, so what they do is they buy an ELD service platform from overseas although the ELD platform believes they are in America because they furnish a credible USDOT/MC, vehicle count, and fake business fronts.
So even though they’re dispatching from overseas & not American-based whatsoever, the scammers use Google voice numbers, fake websites & fronts to create false imitations to the ELD platforms. Then they’ll imitate the ELD customer service line of the actual ELD platform to the drivers and then the carriers scam their own drivers, brokers, and shippers/receivers with weekly production.
The drivers don’t actually team drive it’s fake in reality but on paperwork, the scammer carriers reverse engineer the way elogs works, there’s not ever really two drivers for the one shipment it’s really only one driver. Brokers have no idea they just let a team load ship by a solo driver working under a foreign scam carriers Pretending to be an American carrier company.
It’s really all the ELD platforms fault because there’s No verification system for the driver HOS protection at length, ELD platforms haven’t designed a way to prevent the scamming from Russia, India, or other countries scamming all over America…. and then what the scammer carriers do as well…is after even the Driver no longer works there for the scam carrier, the scam carrier still use the CDL driver’s license without the driver’s knowledge even though he/she is long gone month and months later. The scam carrier takes the drivers CDL Credentials amongst the other drivers doing fake team driving and without permission of the CDL driver uses the driver’s license.. The scam carriers do this to falsify record government filings to drive up vehicle mileage fraud, tax evasion, falsify production, and so so forth.
So basically say CDL drivers at home out of work for months but they are actually working at companies all throughout the states where their license is being utilized but they’re actually never there because they don’t actually have a job… but the scammer carriers from overseas with the false fake American fronts are illegally using the drivers CDL license while the real driver is actually out of work at home wondering hmm where should I work next.
Crash Spurs Investigation of Tactics Designed to Circumvent HOS Rules
Eric Miller
Faced with evolving tactics to bypass hours-of-service rules, the Federal Motor Carrier Safety Administration is taking steps to combat electronic logging device fraud. The agency is launching a multipronged approach to address what it describes as a “moving target.”
In particular, the agency cited National Transportation Safety Board concerns with so-called ghost drivers as well as drivers utilizing multiple ELD accounts, and it is exploring various technological requirements to target those specific issues. It also is monitoring ELD performance data, training enforcement personnel to identify and act against fraud, removing noncompliant ELD providers from the market, and updating its ELD rules.
“FMCSA is committed to staying diligent with its fraud prevention efforts,” an agency spokeswoman said in a statement. “FMCSA continues to explore other methods to decrease ELD fraud in both the short and long term.”
A fatal December 2022 crash in Virginia put a spotlight on ELD fraud after a tractor-trailer driver for Illinois-based Triton Logistics was able to — with apparent participation from the carrier — falsify his ELD records to extend his driving time beyond the 11-hour regulatory maximum limit. The truck he was driving during early morning hours along Interstate 64 near Williamsburg, Va., came upon and crashed into a party bus after he failed to take evasive action or brake in time, according to the NTSB investigation. NTSB cited fatigue as a factor in the crash.
“We found that the truck driver’s lack of response to the slow-moving vehicle in his travel lane was due to fatigue from excess driving time and lack of sleep opportunity,” said the NTSB report, recently made public. “The truck’s motor carrier, Triton Logistics, created fictitious driver accounts for some of its vehicles’ electronic logging device systems that enabled drivers to operate beyond federal regulations, creating an opportunity for fatigued driving.”
Three occupants in the party bus died, nine sustained serious injuries, and 11 sustained minor injuries. The truck driver also was seriously injured.
Triton did not return a message left by Transport Topics seeking comment. However, NTSB said the company’s CEO denied knowledge of the fictitious logins and said it conducted internal checks to determine how the incident happened.
The driver detailed the scheme for NTSB investigators. He said whenever he reached his 11-hour limit, he could call the carrier’s HOS department — based in Lithuania — and add the name of a fictitious or former co-driver to the ELD, opening up another 11-hour driving window. If asked by a roadside inspector about the double login, the driver would tell the inspector that he dropped off his co-driver at a truck stop for a family emergency. The driver noted that other drivers used the login scheme to extend time behind the wheel.
After the 2022 crash, FMCSA conducted an on-site review of Triton and issued violations related to drivers making false reports regarding duty status as well as requiring or permitting drivers to extend driving time beyond 11 hours. After the review, FMCSA assigned Triton a conditional safety rating.
With an eye toward remedial action, NTSB concluded that a data-entry tracking history in ELD software could increase accountability and transparency, and also deter motor carrier personnel from making false entries aimed at circumventing HOS regulations. Investigators recommended that FMCSA revise its requirements to require ELD providers to create an audit log that includes the date, driver login time and identity of who logged them in, driver’s license numbers, the names of anyone who edits a log, and any changes to active driver lists. NTSB also recommended that the Commercial Vehicle Safety Alliance inform its members about the scheme and circumstances surrounding the Williamsburg crash.
Senior NTSB investigator Shawn Currie told Transport Topics if the driver’s name was John, he’d be logged in as Frank and then operate with a new 11-hour HOS time limit. “The hours of service, whether you agree with them or not, are there to prevent drivers from driving in excess of the rules, and to ensure they have the appropriate time off,” Currie said. He noted that the circumstance of the Williamsburg case could result in FMCSA fines and possibly criminal penalties if the state elected to bring charges.
Jeremy Disbrow, a Commercial Vehicle Safety Alliance roadside inspection specialist, said inspectors encounter false ELD log entries “all day, every day. Of course, many of the false entries can’t be proven, or they go unnoticed.”
He said the issue is known to CVSA inspectors. “We just discussed all this in a conference after the NTSB report came out,” Disbrow said. “It was pretty clear from the inspectors around the country that this isn’t an isolated incident by any means. The average inspector is seeing this every shift, at least once or twice. There’s a number of ways that they’re falsifying [logs].”
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This can include simply using tools available on some devices, he said.
“Drivers can make edits,” Disbrow noted. “If a driver makes an edit on the device himself, it will show up as an edit, and a suspicious inspector can see that. But if a carrier in their back office makes the edit, there are instances where it’s been done but doesn’t show up as an edit.”
Disbrow noted it’s risky to publicly discuss the varying methods. “It’s hard to talk about it because I don’t want to give people ideas,” he said. “I don’t want the industry to say, ‘Hey we can try that.’ As the years are going by, people are finding new workarounds. It’s a cat and mouse game.”
He added, “The hours-of-service rules are there to protect everybody. Thwarting them and running an extra five, six, seven hours without adequate rest is absolutely a recipe for fatigue.”
OKTA
GPS spoofing is when a counterfeit radio signal is transmitted to a receiver antenna to counteract and override a legitimate GPS satellite signal. It is often a form of cyberattack perpetrated by bad actors attempting to steer goods or people off course.
GPS spoofing can be used to steal shipments, send boaters into the hands of pirates, or project a false location.
Global positioning system, or GPS, technology is a standard part of many businesses and used by many consumers.
Using GPS can help individuals to navigate from one point to another. It is common practice for shipping and individuals relying on the technology to reach a specific destination.
Companies and individuals can take measures to protect against GPS spoofing, including using decoy antennae and keeping GPS-enabled equipment offline when connectivity is not necessary. Practicing good cyber hygiene can also help to protect against GPS spoofing.
Defining GPS spoofing
In short, the word “spoofing” means faking. With GPS spoofing, “fake” information is sent to a receiver while overriding the actual information.
GPS spoofing involves a radio transmitter near a target that interferes with the actual GPS signals being transmitted. GPS signals are often weak and transmitted through satellites. A stronger radio transmitter can be used to override the weaker signal and send illegitimate coordinates and information to the receiver.
GPS spoofing can then send people off course or say that someone is somewhere that they are not.
GPS is one of the global navigation satellite systems (GNSS) used in the world. Along with delivering location information, it is also used to keep accurate time. These functions can also be disrupted through spoofing or jamming.
Impacting businesses and individuals alike, GPS spoofing can interfere with smartphone apps and location data as well as involve cyberattacks on network systems and critical infrastructure that relies on GPS data.
How does GPS spoofing work?
The U.S. GPS system is made up of 31 satellites known as Navstaropens in a new tab that broadcast PRN codes to both civilians and the U.S. military. The codes sent to the military are encrypted. Civilian PRN codes are not and are published in public databases. This makes them vulnerable to cyberattack.
A hacker will first determine which of the GPS satellites will be nearby based on its orbit. From there, the hacker will then use the public PRN code to make a new code for each satellite. These signals are broadcast to the nearby satellites and gradually increased in strength until the receiver grabs hold of the spoofed codes. The attacker can then input false coordinates to the receiver.
Different types of GPS spoofing
GPS spoofing sends false data to a receiver to divert traffic, goods, or people with falsified information. When done on a large scale, such as by a state-sponsored actor, GPS spoofing can involve expensive equipment and expert operators.
Russia, for example, has potentially engaged in nearly 10,000 spoofing casesopens in a new tab, sending out false location data to civilian ships, to prevent drones from approaching President Putin and to safeguard sensitive sites. This type of spoofing involves equipment capable of sending spoofing signals potentially 500 times stronger than the authentic GNSS.
GPS spoofing can also be done with commercially available, cheap, and portable equipment too, including using software-defined radios running open-source software. With this type of spoofing, a broadcast antenna is used to point at a target’s GPS receiver to override the GPS signals provided by nearby buildings, aircraft, or ships.
Spoofing devices can also be carried onto airplanes by a passenger or deployed by a drone. These devices are small and handheld, inexpensive, and can be used very close to a target.
Cyberattacks are also possible forms of GPS spoofing, often involving smartphone apps that interfere with the phone’s legitimate location data.
The harms of GPS spoofing
GPS spoofing can be detrimental for both companies and individuals alike. Potential issues can have global implications. Some of the industries most vulnerable to GPS spoofing include shipping companies, construction companies, and rideshare and taxi companies.
These are some hazards of GPS spoofing:
- Misdirecting cargo shipments to alternate locations to steal the shipments: Often, shippers use GPS-enabled locks to ensure that they are only opened when they reach their destination, but GPS spoofing can unlock these.
- Hijacking a boat for piracy purposes: This can include large cargo ships, cruise ships, yachts, and private boats that rely on GPS coordinates to navigate the seas.
- Interfering with GPS at airports: This can cause a plane to go off course or have to attempt a “blind” landing, putting everyone on board at risk.
- Moving assets from construction sites: Construction equipment is often expensive and involves high-value items that are protected through GPS asset tracking systems. These systems can be spoofed to send equipment to false locations where it is stolen.
- Taxi and rideshare operators falsifying locations for profit: Ride share apps often rely on “surge” pricing during peak times, and drivers can use GPS spoofing to place themselves in these locations for financial gain. It can also allow them to incorrectly report their location in order to commit criminal acts while on the clock.
- Sending people on “fake” dates: Dating apps are commonly used to set up dates, and GPS spoofing can send a potential date into a dangerous location or into the hands of a predator.
- Misdirecting cars: Drivers and cars often use GPS to reach a destination. When this information is spoofed, they can be sent off course. This is especially concerning when considering the vulnerability of fully autonomous self-driving cars.
- Disrupting the universal time source: Financial companies, power utilities, and telecommunication companies all use the GNSS universal time source. If this is spoofed, it has the potential to crash financial markets, cause power blackouts, and disrupt the communication grid.
- Disrupting services through mobile apps and websites: Location data is used by many of these sites and apps to verify customer identities. When spoofed, it can give false information and deny someone access.
Ways to protect against GPS spoofing
Companies can use a variety of techniques to protect against GPS spoofing, including cryptography, direction-of-arrival sensing, and signal distortion detection.
- Cryptography: With cryptography, organizations encrypt the satellite codes coming and going. Only those with access to these codes can read the coordinates. This is similar to the way military encryption works.
This is not always an effective method on its own in the civilian sector, however, since it requires distribution of the “key” to unlock the encrypted data. Since that key has to be widely distributed, it is therefore vulnerable to hackers.
- Direction-of-arrival sensing: Spoofers are typically in one static place when attempting an attack, which means that the false signals they send are coming from only one place. This can be spotted through direction-of-arrival sensing since legitimate GSP data is transmitted from multiple satellites at once.
- Signal distortion detection: This method involves the addition of more signal-processing channels and hardware that can track the signal’s amplitude profile with a higher level of accuracy.
When a GPS signal is spoofed, it will initially send both the original signal and the false one, which can create a small “blip.” If this can be detected at the beginning of the spoof before the original signal is dropped off and the “drag off” to the false one has occurred, the attack can potentially be stopped.
The Department of Homeland Securityopens in a new tab (DHS) provides the following tips for protecting businesses against GPS or GNSS spoofing attacks:
- Obscure or hide your real antennas. Make sure they are not visible to the public by installing barriers or putting them in a place where they will not be seen.
- Choose the location of your antennas carefully. They will need a clear view of the sky, but it can be wise to ensure that they are blocked from public locations and nearby buildings.
- Install decoy antennas. Make these antennas clearly visible and put them at least 300 meters away from your real ones.
- Add redundant antennas. Having more than one antenna in a slightly different location can help companies to spot potential issues quickly.
- Use blocking antennas. These work to protect against jamming and interference. They can also lower the risk for spoofing attacks.
- Use backups. Inertial sensors can help to determine actual position and cesium, or rubidium clocks can work as backup timing systems when GPS is down. Backup systems that do not rely on GPS are helpful in the event of an issue.
- Practice good cyber hygiene. When not needed for network connectivity, GPS receivers and associated equipment should be kept offline. Two-factor authentication should be in place, passwords changed often, and updates and patches installed regularly. Virus protection, firewalls, and cyber defense practices should all be implemented.
Benefits of GPS spoofing
While GPS spoofing does create a lot of potential risks and vulnerabilities to consumers and businesses, it can also have some legitimate and beneficial purposes too.
GPS tracking involves location sharing, which can be a privacy concern. For this reason, GPS spoofing techniques can be used to hide the actual location of a person or product. There are many GPS spoofing apps and products on the market for just this purpose.
GPS spoofing is also used by security companies wishing to protect high-value targets or individuals. Spoofing techniques are regularly used by consumers who wish to “trick” a system into thinking they are somewhere where they are not, such as in the case of location-based smartphone games and apps. These can often be downloaded for free from the app store on a smartphone.
Additional resources
References
GPS Is Easy to Hack, and the U.S. Has No Backupopens in a new tab. (December 2019). Scientific American.
Russia ‘Spoofing’ GPS on Vast Scale to Stop Drones From Approaching Putin, Report Saysopens in a new tab. (March 2019). NBC News.
News Release: DHS Publishes Two Free Resources to Protect Critical Infrastructure From GPS Vulnerabilities.opens in a new tab (October 2021). Science and Technology Directorate.
Responsible Use of GPS for Critical Infrastructureopens in a new tab. (December 2017). Homeland Security Systems Engineering and Development Institute (HSSEDI).
Positioning, Navigation, and Timing (PNT) Program.opens in a new tab (January 2022). Science and Technology Directorate.
GPS Receiver Whitelist Development Guideopens in a new tab. (July 2021). U.S. Department of Homeland Security (DHS).
(How GPS jamming and spoofing affects ELDs
GPS Jamming
- What it does: A GPS jammer emits a radio signal that overpowers and blocks the weak signals from GPS satellites. This causes the ELD’s location tracking to go offline.
- How it creates false logs: An ELD without a GPS signal is unable to accurately track a truck’s movement. In the event of a lost GPS signal, a driver may be able to manually log their status as “off-duty” or “sleeper berth” while still driving, enabling them to exceed their legal driving hours.
- The consequences: A loss of GPS signal is easily identified by roadside inspectors, who can issue out-of-service orders and require manual paper logs.
GPS Spoofing
- What it does: A GPS spoofer broadcasts a fake GPS signal to trick the ELD into thinking the truck is in a different location. According to freight data experts, spoofing can be done with fake ELD devices or apps found online.
- How it creates false logs: A driver or carrier can make it appear that a truck is parked at a terminal or at home while the driver is actually on the road. This allows drivers to hide excess driving time by making it look like they took a required break.
- The consequences: Some ELD data providers have identified cases of spoofed locations using corroborating video evidence. This activity can lead to severe penalties, including fines and criminal charges.
Other ELD manipulation tactics
While GPS manipulation is a major tactic, regulators have identified other methods used to falsify ELD data:
- Ghost drivers: Creating “dummy” driver accounts to assign driving hours and avoid violations.
- E-log forgery services: Organized, often foreign-based, services that offer 24/7 support to monitor and retroactively alter driver records.
- Altering logs via back-end access: Some carriers make edits to driver logs from a back office, and in some cases, without leaving an obvious record of the change.
- Unplugging devices: Drivers can simply unplug or deactivate the ELD to halt the recording of data.
- Improper use of “personal conveyance”: Drivers can incorrectly use the personal conveyance status—driving the vehicle for personal, non-work reasons—to mask excess driving hours.)
GEOTAB
Key Insights
- GPS jammers block satellite signals, preventing accurate location tracking.
- GPS blocking is Illegal in many countries with steep fines and penalties.
- Jamming and spoofing are different; one blocks, the other fakes a signal.
- Geotab detects GPS jamming and alerts managers in real time.
These days, having movements tracked online and in the real world is becoming more common. For businesses especially, there is a long list of GPS tracking benefits, including improved routing, real-time vehicle monitoring and greater accountability.
While many people are willing to share their location for good purposes, unauthorized access or the use of GPS jammers can pose serious risks to fleet security. That’s why it’s important to choose GPS solutions that prioritize data protection, reliability and proactive threat detection.
What is a GPS jammer?
A GPS jammer is a typically small, self-contained transmitter device used to conceal one’s location by sending radio signals with the same frequency as a GPS device. When this occurs, even the best GPS device is unable to determine its position due to interference.
The relatively low power and quick start-up time allow the jammers to be used only when required. Although illegal, various types of cheap GPS blockers are available for purchase online, such as:
- Physical shields
- Wi-Fi/Bluetooth jammers
- Remote control jammers
- Spy camera jammers
- Drone jammers
How a GPS jammer works
Here’s how a typical GPS jammer operates to interfere with tracking devices:
- The user plugs the jammer into the automotive auxiliary power outlet.
- The jammer is placed close to the installed GPS tracker.
- When active, the GPS jammer generates an interference signal over a 16-to-33-feet radius to disrupt reception of the GPS satellite signal.
To understand how a jammer functions, it is also helpful to know how the Global Positioning System (GPS) works.
A GPS tracker receives microwave signals from an array of satellite transmitters orbiting the Earth. Once the tracker receives signals from four or more satellites, it determines its position through a series of time calculations and trilateration.
The receiver relies on these precise and specific satellite signals to determine where it is in the world. The GPS tracking device then transmits this position and velocity information to a monitoring location, usually sent over the cellular network.
In some cases, satellite malfunction or solar flares can temporarily disrupt the transmission of GPS signals.
A GPS jammer is different in that it sends out radio signals or signal noise with the same frequency as the GPS device to override or distort the GPS satellite signals.
When this occurs, the GPS device can no longer calculate its position because the satellite signal is masked by the interference.
GPS jamming vs. spoofing
While both GPS jamming and spoofing interfere with location tracking, they do so in different ways.
| GPS jamming |
GPS spoofing |
| A GPS jammer emits radio frequency noise on the same frequency as GPS, preventing the device from receiving satellite data. As a result, the GPS device cannot determine its location. |
A GPS spoofer mimics real satellite signals, tricking the GPS device into calculating a false position. This can cause the system to show incorrect routes or locations. |
Jamming disrupts the signal completely, while spoofing deceives the receiver with fake data.
Who uses GPS jammers?
The reasons for using jammers vary. Originally created by the government, GPS jammers were designed for military use. Concealing vehicle location can be crucial to the success of a mission. The devices act as a cloak, giving the military privacy, increased safety and an overall advantage in high-risk situations.
Other uses include:
- Speeding drivers trying to prevent detection by police
- Criminals using GPS jammers to cover vehicle thefts
- Trucking fleet drivers hiding their location from employers
Are GPS jammers legal?
GPS jamming is illegal in many countries, including the U.S., Canada and the U.K. In the U.S., the federal Communications Act of 1934 outlawed the marketing, sale or use of GPS jammers.
In Canada, the Radiocommunication Act also prohibits importing, manufacturing, distributing, selling, possessing and using GPS jamming devices.
Harsh penalties exist for using jammers. For example:
- Fines of up to $100,000 or more in the U.S.
- Imprisonment
- Loss of equipment
How do GPS jammers impact the transportation industry?
To law enforcement and the transportation industry, GPS jammers are both a nuisance and a cause for concern. Jamming interferes with GPS asset tracking, also known as fleet tracking or telematics, which is a critical source of business data to many companies.
Fleets use telematics to track and manage fuel use, idling, driving behavior, engine health and other activities.
Not only are jammers illegal but using them can be potentially dangerous. A New Jersey truck driver was fined almost $32,000 by the Federal Communications Commission (FCC) when his GPS jamming device interrupted air traffic control information at Newark Liberty International Airport.
The driver used the jammer in his work truck to hide his location from his employer. An FCC investigator located the jammer using radio monitoring equipment and proved it was the cause of the interference.
How to use Geotab for GPS jamming detection
Fleets can use Geotab solutions to minimize the negative effects of GPS blockers and keep drivers from flying under the radar. When a GPS signal is not received, the Trips History map will show a missing or interrupted trip, calling attention to an issue.
If GPS jamming occurs mid-trip, a straight line will be displayed from when jamming starts to the point where the jamming device is turned off.
Anyone monitoring the vehicle will quickly see this and can investigate the cause of the missing trip information.
There may be other reasons for loss of GPS data besides GPS jamming, like a radio that’s not working properly.
A straight line in MyGeotab indicates GPS disruption.
The GPS module in newer Geotab GO units has a jamming detection function that triggers the device to report a debug log. Fleet managers can see this in the MyGeotab log details as: “GpsJammingDetected.”
Set up alerts for GPS jamming
It’s important to note that even when a GPS jammer disrupts GPS receiver functionality, all other functions are unaffected. Despite the lost GPS connection, the Geotab GO device will continue to gather and send critical vehicle-related data such as engine data, driver behavior, error codes and auxiliaries.
GPS jamming protection with Geotab
GPS blockers can compromise fleet safety, visibility and compliance. With Geotab, fleets gain powerful tools for detecting signal interference in real time, alerting managers and preserving critical fleet data even during disruptions.
By investing in secure driver tracking and tamper-resistant technology, fleets can stay ahead of threats and ensure their operations run smoothly, no matter what interference comes their way.
