Driver Terms

Who this applies to

This page applies to every driver who takes an Om Travels duty: a driver on our own rolls, and a driver engaged through one of our vehicle partners and empanelled on our panel. Both are covered by everything below unless a section says otherwise, and neither reads as the primary driver this page is written for while the other reads as an exception bolted on afterwards. The standard on this page is one standard.

If you are on our own rolls, Om Taxi Service, a proprietorship trading as Om Travels, is your employer, and your engagement with us is governed by the Motor Transport Workers Act, 1961, which applies to a motor transport undertaking such as ours and provides for a motor transport worker's hours of work, rest intervals and weekly rest, among other protections. Your salary, your leave and the other terms of your employment are set out in your appointment letter, and where anything on this page and your appointment letter appear to differ, tell us and we will resolve it; this page does not override a term your appointment letter gives you.

If you are an empanelled or partner driver, your employer is the vehicle partner who has engaged you, not us, and your wages, your leave and the other terms of that employment are between you and him, set out in whatever agreement you hold with him. What Om Travels controls is narrower and specific: whether your vehicle partner’s vehicle, and you as its driver, are allocated a duty through us at all. While you are on an Om Travels duty, you are bound by the standards on this page as a condition of being rostered, in the same way your vehicle partner is bound by our Vehicle Partner Terms as a condition of his vehicle staying on our panel, and the protections on this page, including the POSH protections, apply to you in exactly the same way they apply to a driver on our own rolls.

What genuinely differs between the two is narrower than it might sound, and it is worth stating plainly rather than leaving you to work it out from the rest of the page.

What is different

Who employs you, who pays your wages and administers your statutory entitlements, and who decides whether your employment with your actual employer continues. For an own-rolls driver, that is us, directly, under the Motor Transport Workers Act, 1961. For an empanelled driver, that is your vehicle partner, under whatever arrangement you hold with him; our own decision reaches only as far as whether you continue to be rostered on an Om Travels duty, set out under Suspension and termination further down this page.

What is not different

Everything else on this page: the conduct standard you are held to, your right to a break and to refuse an unsafe duty, the zero-tolerance alcohol and substance policy, your authority to stop or refuse on safety grounds, how a customer’s or an official’s unlawful or inappropriate request is handled, duty slip discipline, how a completed duty is paid for, the POSH protections, and the grievance route. None of these forks by who signs your pay slip. A passenger getting into the vehicle has no way of knowing, and no reason to care, whether the driver in front of her is on our own rolls or engaged through a partner, and neither do we, when it comes to the standard we hold him to.

Onboarding: documents and verification

Before you are rostered for your first duty, we, or for an empanelled driver, your vehicle partner, confirmed to us, verify the following.

• a valid driving licence in the class your vehicle requires, with any endorsement it needs
• police verification
• proof of your current address
• a medical fitness certificate

Each of these exists for a specific reason, not as paperwork for its own sake, and it is worth stating what each one actually protects.

A valid driving licence in the class your vehicle requires

This confirms you are legally entitled to drive the specific class of vehicle you are put on. A sedan, an MPV, a tempo traveller and a coach each carry a different licence endorsement, and the endorsement has to match the vehicle you actually drive, not merely stand as a licence to drive something.

Police verification

A passenger gets into your vehicle without having met you first, and has no way of checking who is behind the wheel beyond what we have already checked on her behalf. It is the same standard, upfront check every driver on our panel goes through, so that a family, a company sending its staff home late, or a woman travelling alone is dealing with someone whose background has genuinely been verified rather than taken on trust.

Proof of your current address

This is how we, and where relevant your vehicle partner, can actually reach you, for a duty, for a document renewal, or in an emergency, and it is one of the details a corporate client or the police may reasonably ask us to confirm before trusting a driver on their premises or with their people.

A medical fitness certificate

Commercial driving is physically demanding in a way private driving is not: long hours, sustained concentration, and on an outstation trip, several days of it in a row. This certificate is confirmation that you are fit for that, checked properly rather than assumed because you feel well on the day you join.

This verification is repeated through your engagement, not only at joining. A document that lapses, your licence, your police verification or your fitness certificate, has to be renewed and a current copy shown to us before you are rostered again; we do not roster a duty against an expired document, for you or for anyone else on our panel. Renewing a document before it lapses, and sending us the renewed copy in good time, is yours to manage. We will tell you where we can if something is coming due, but the responsibility for keeping a document current sits with you, because you are the one who knows when you actually went to renew it.

Onboarding is more than a document check. Before your first duty you go through an induction covering the standard this page sets, the control line number and how to use it, and, where relevant, the grooming and uniform standard you are expected to keep. What that induction, and the refresher training that follows it, covers in full is set out under Training further down this page.

Duty hours and your right to a break

Driving tired is a risk to you, to the passengers in the vehicle, and to everyone else on the road. The break built into your duty schedule is not a courtesy we extend when it happens to suit us. It is yours to take, and it is written on this page as a right rather than as a rule, deliberately, because of what tends to happen when the same idea is written the other way round.

A rule can be waived quietly, on a day when a customer is in a hurry or a schedule has run long, by whoever happens to be under the most pressure at that moment, which on the road is usually you. A right does not work that way. It survives exactly the situation it exists for: a late booking, an insistent customer, a day that has already run longer than planned. You do not need our permission on the day to exercise it, and you do not need to justify the decision afterwards beyond saying, honestly, that you were too tired to continue safely.

Fatigue behaves differently from most of what you deal with on the road. Traffic, weather and a difficult junction are visible, and you adjust to each as you meet it. Fatigue builds quietly, over hours rather than minutes, and the person experiencing it is usually the last person in a position to judge how far along it has already gone. A slower reaction time and a narrower field of attention do not announce themselves the way hunger or thirst does, and in the worst case a microsleep of a second or two at highway speed is long enough on its own for a vehicle to drift out of its lane, without any warning you can feel coming beforehand. This is exactly why the decision to stop is not left for you to make alone, at night, on an unfamiliar road, hours from home: it is a right you can act on the moment you judge you need to, not a request you have to win from someone else first.

You have the right to stop, to take your mandatory break, and to refuse to drive when you are too tired to drive safely. You will never be penalised for exercising that right. If a customer pressures you, call the control line and we will handle it. Section 183(2) of the Motor Vehicles Act, 1988 makes it an offence for an employer to require a driver to drive beyond permitted hours, and we will not do it.

This is not only a promise we make you. Section 183(2) makes it a criminal offence for an employer to require or allow a driver to drive beyond permitted hours, so the right above is one we would be breaking the law to take away from you, not only breaking our own word to you. If you ever feel that reporting fatigue, or taking a break you were entitled to, has counted against you in any way, on this duty or a future one, that is a grievance in its own right, and it goes through the route set out under Grievance further down this page.

For a longer day, an overnight run, or a multi-day outstation trip, we can put a second driver on the booking so that neither of you is ever asked to drive beyond what is safe for one man. You may also tell us mid-duty, at any point, that you are fatigued and need to stop; you will not be penalised for saying so, and we arrange a break, a change of driver where one is already on the booking, or a revised schedule. The full detail on how duty hours are worked out, how rest between two duties is counted, and exactly how the two-driver option and fatigue self-reporting work is set out in full at /legal/driver-conduct-and-duty-hours.

The control line is +91 99966 69190, answered at any hour. If a customer pressures you to skip a break or keep driving, that call is exactly what it is there for.

Conduct standards

On an Om Travels duty, you represent us to the customer, whether the vehicle you are driving is one of ours or a partner’s. What we expect of you, on every duty, without exception:

• grooming and uniform kept to the standard shown at induction
• courteous, professional language with everyone travelling in the vehicle, not only the person who made the booking
• punctuality: you report for a duty at the time you are given, not after it
• route discipline: you drive the agreed route, and you do not deviate from it without the customer's consent
• no personal calls, or any other use of your phone, while the vehicle is moving
• no passenger in the vehicle who is not on the booking, without our prior authorisation
• no soliciting a tip, and no asking a customer to book you directly, off our books, for a future trip

Each of these is stated plainly on purpose, and a plain sentence can still hide what it actually means on the road. Here is what each one covers in practice.

Grooming and uniform

Kept to the standard shown at your induction, for every duty, not only the first one or the ones where you expect to be checked. A customer forms an opinion of the whole company from the one person she actually meets, and that is you.

Courteous, professional language

This covers how you speak with the person who booked the trip and with everyone travelling with her, including children, elderly parents and household staff riding along, not only the person who made the booking. Being short with a domestic help seated in the back, or dismissive with an elderly parent, is a failure of this standard exactly as much as being rude to the customer herself.

Punctuality

You report at the time you are given, not after it. Where something genuinely outside your control is going to make you late, traffic, a breakdown, a delay on the duty before this one, tell us or the customer as soon as you know, rather than letting the reporting time simply pass without a word.

Route discipline

The route agreed with the customer is the route you drive, subject only to a genuine reason such as heavy traffic, a closed road, or a diversion ordered by the police, and even then you tell the customer first wherever it is practical to. Taking a shortcut through an unfamiliar area, or stopping somewhere of your own choosing, without asking, is a deviation without consent.

No personal phone use while the vehicle is moving

This applies whether the vehicle is on the highway or crawling through city traffic; a moving vehicle is a moving vehicle either way. If a call is genuinely urgent, pull over safely first, then take it.

No unauthorised passenger

The vehicle carries who the customer booked it for and nobody else, unless she has said otherwise. Picking up a relative on the way, or letting a friend ride along on the return leg, puts somebody in the vehicle without the customer’s knowledge, and depending on the insurance cover in force, it is a genuine liability question as well as a trust one.

No soliciting

The fare on the customer’s invoice is the whole of what the trip costs her, and asking for anything beyond it, a tip, a gift, or a direct booking off our books for a future trip, is not permitted. A direct booking taken off our books also puts you outside every protection this page gives you: no verified duty slip, no allowance at the published rate, and no cover from us if something goes wrong on that trip.

A driver who falls short of this standard is spoken to and, depending on how serious the lapse is and whether it recurs, may lose his place on our panel, applied consistently. How a concern is raised, by a customer or against one, is set out under Grievance further down this page.

Alcohol and substances: zero tolerance

You do not drink alcohol or take a prohibited substance before or during a duty, on a local run or on a multi-day outstation trip alike. This is a zero-tolerance rule, with no exception for a small amount, a special occasion, or a night halt away from home where nobody from our office is there to see it. Driving under the influence of alcohol or a prohibited substance is also an offence under the Motor Vehicles Act, 1988 in its own right, so this rule is not only ours to enforce. It is the law’s.

We do not operate a permitted limit of our own, and the reason is straightforward. The law sets a blood alcohol threshold for the purpose of prosecution, but a threshold is not the same thing as a safe amount, and impairment does not wait for a number on a breathalyser before it begins. Reaction time and judgement start to suffer well before anyone would cross a legal limit, and carrying a family, a wedding party or a company’s executive is not somewhere we are willing to leave that margin to chance. Zero means zero.

A breath test may be carried out before a duty and at random during one, and a positive result ends the duty immediately, wherever the vehicle is and however far into the trip it is. This is not something you can argue your way out of on the day. The result of the test is what it is, and the duty stops there.

A driver found to have consumed alcohol or a prohibited substance while on duty is removed from duty immediately and permanently from our panel, and the matter is reported to the police where the law requires it. There is no probation period and no second chance built into this: a driver removed under this policy does not return to our panel, on this booking or on any future one.

If you are ever in a position where you honestly cannot say you are fit to drive, before a duty starts, tell us before you get behind the wheel, not after. Reporting yourself is treated the same way reporting fatigue is treated under Duty hours above: it is acted on, not held against you as a mark on your record, and it is a far better outcome for you than a breath test finding it out for you mid-duty. The same goes if you have a genuine reason to believe another driver on our panel is unfit to drive. Call the control line, +91 99966 69190.

Safety obligations

Before you set off, you check the vehicle: tyres, lights, brakes, mirrors and fluid levels. This is not a box you tick once a week; it takes a few minutes and it is done before every duty, because a fault that would be a minor inconvenience on your own errand becomes a real hazard once there is a paying passenger, her luggage, and a schedule to keep.

You wear your own seatbelt for the whole duty, and you do not start the vehicle until every occupant has theirs on. This applies to every seat carrying a passenger, front and rear alike, and it is not a request you make once and let go if a passenger is reluctant. It is a condition of starting the vehicle.

You drive at a speed appropriate to the road, the load and the weather, within the posted limit, and a customer’s own hurry is not a reason to exceed it. Where a customer’s schedule is genuinely tight, that is a matter for us to solve at the planning stage, a different route, an earlier start, or a second driver, and not something to be made up for with speed on the day.

You have the authority to stop the vehicle, to slow down, or to refuse to continue, where you judge the road, the weather or the vehicle to be unsafe. That judgement is yours to make, not the customer’s and not ours from an office you are hours away from, because you are the only person actually in a position to see the road in front of you at that moment. It is never held against you, in the same way the right to a break set out above is never held against you, and for the same reason: a right that can be quietly overruled by whoever is under the most pressure is not a right at all.

Where you do stop or refuse to continue, tell the customer plainly why, and call the control line so we can support your decision and manage the customer’s schedule from our end, rather than leaving you to negotiate the road and an unhappy passenger at the same time.

Where the situation is a genuine emergency rather than a judgement call about whether to continue, an accident, a breakdown, a medical emergency in the vehicle, the step-by-step protocol to follow, and who to call and in what order, is set out in full at /legal/emergency-protocol.

Check-posts and an unlawful demand for money

Your vehicle may be stopped by the police, an RTO officer, or another authority with the power to check it, at a check-post, on the highway, or anywhere else on the route. Cooperate fully: produce the vehicle’s documents and your own on request, exactly as they are, and do not argue with or obstruct a lawful check.

A lawful check is not the same thing as an unlawful demand for money, and the difference matters because the two are sometimes dressed up to look alike. If an official asks you for cash on the spot, with no receipt and no stated legal basis, to let the vehicle through, to overlook something, or simply because he has stopped you, that is not a charge this business pays, and it is not yours to pay out of your own pocket either.

Do not offer, agree to, or pay a bribe or an unofficial fee of any kind, on your own initiative or because you are asked. This protects you as much as it protects us: paying one, even a small one, out of your own pocket to keep a duty moving, is not something we reimburse, and it is not something we want you doing in our name.

If you are pressured for money with no lawful basis, do not argue it out at the roadside. Note whatever you reasonably can, the location, the post, and the official's name or number if it is displayed, and call the control line, +91 99966 69190. We will take it from there. You will not be penalised for refusing an unlawful demand, whoever makes it, in exactly the same way you are not penalised for refusing an unlawful or unsafe request from a customer, set out below.

Our wider position on bribery and facilitation payments, across this business and not only on a duty on the road, is at /legal/anti-bribery.

If a customer asks you for something you should not do

If a customer asks you to deviate from the agreed route without good reason, to do something unlawful, to accept an off-book payment for a private booking, or behaves inappropriately towards you, do not agree and do not argue it out on the road. Call the control line, +91 99966 69190, and we will handle it.

This covers a wider range of situations than it might sound. Some examples of what "something unlawful" means in practice:

• asking you to carry an item you have good reason to believe is illegal or dangerous
• asking you to carry more people than the vehicle is licensed to seat
• asking you to keep driving after you have told her you are too tired, or after a breath test has ended the duty
• asking you to falsify a duty slip, an odometer reading, or a time entry
• asking you to hand over another customer’s contact details you were not given permission to share

"Behaves inappropriately" covers verbal abuse, a physical threat, or anything that would count as sexual harassment under our POSH Policy, set out in full at /legal/posh-policy. You do not have to work out on the road which of these categories a customer’s behaviour falls into before you are entitled to call us. Call, and we will work out the right response together, including, where the behaviour amounts to sexual harassment, through the Internal Committee process described under Protection from harassment below.

The instruction to call rather than argue is deliberate. A disagreement worked out between you and a customer, on the road, with nobody else able to hear both sides, tends to become one person’s word against another’s, and it puts you in the position of driving safely and negotiating at the same time. A call to the control line takes that second job off you: we can talk to the customer directly, involve you only where we genuinely need your own account, and keep the duty, and your attention, on the road.

You will not be penalised for refusing an unlawful or unsafe request, whoever asks it.

Duty slip discipline

Every duty is recorded on a duty slip: the odometer reading at the start and at the end, the time you report and the time you are released, and the customer's signature. Fill it in accurately and at the time, not from memory afterwards.

It is the record your payment, and any dispute, is checked against, for you as much as for us. An accurate duty slip is what protects you if a customer later disputes the distance covered or the hours the vehicle was held; an inaccurate one, even filled in carelessly rather than dishonestly, is the one thing that can turn a genuine duty into an argument nobody can settle cleanly.

Where a parking charge or an off-FASTag toll genuinely applies to the trip, keep the receipt and attach it to the duty slip. That receipt is what lets the charge be billed to the customer as a named line rather than an estimate, and it is also what protects you if the amount is ever questioned later. Toll on a FASTag-fitted route is deducted electronically and needs no receipt from you; where a receipt is needed and how a genuine charge is billed at actuals is set out in full at /legal/permits-tolls-and-taxes.

If you notice an error on a duty slip after it is closed, a wrong figure entered in a hurry, tell us as soon as you notice it rather than leaving it. A genuine correction, raised promptly, is straightforward to make; one discovered much later, after payment has already gone out against it, is a great deal harder to unpick fairly for everyone involved.

Payments

You are paid for the duties you complete, at the per-duty rate set out in your engagement letter or empanelment agreement. Neither the rate nor any incentive structure is published on this page: it is agreed with you individually and varies by vehicle class and route, so a figure printed here would either be wrong for most drivers reading it or would have to be invented, and we are not going to do either.

Alongside your per-duty rate, you are paid a driver allowance, for your own food and stay on a duty, at the rate published for the vehicle class you are driving. This one figure is public where your own rate is not, because it does not vary driver to driver the way your rate does: it is set by the vehicle class alone. The full table, and how it is counted by calendar day, is at /legal/driver-allowance.

Where a multi-day outstation trip genuinely needs a separate night halt arrangement for you, because the hotel booked for the customer cannot accommodate you, that is worked out and told to you before it applies. It is a different line from your driver allowance, not folded quietly into it.

A deduction is made only for a specific, stated reason, and never as a round figure with no explanation attached. The two circumstances this most commonly covers are damage to the vehicle you are responsible for and a shortfall against a duty slip; how each of those is actually assessed, and your right to be heard before anything is deducted, is set out in full under Damage, loss and challans below. You are told the reason for any deduction and given the chance to explain your side before it is made, in every case, not only where the amount is large.

The cycle on which you are paid, whether that is weekly, fortnightly or monthly, is set out in your engagement letter or empanelment agreement. What is not left to that agreement alone: payment is calculated from your completed and verified duty slips, you are entitled to ask us which duties a given payment covers if it is ever unclear, and a query about a specific duty’s payment is treated as a genuine question to be answered, not something you have to chase repeatedly to get a straight answer to.

Challans: who bears them

A traffic challan issued during a duty is dealt with according to what actually caused it, not assumed to be automatically yours or automatically ours.

A challan for something within your own control while driving

Speeding, a signal jump, driving on the wrong side, not wearing a seatbelt, or another act or omission that was genuinely yours behind the wheel, is your own responsibility to settle.

A challan arising from the vehicle itself

An expired PUC, an expired fitness certificate, an expired insurance policy, a worn tyre, or another document or condition defect that existed before the duty started, is the vehicle owner’s responsibility: ours, where the vehicle is on our own rolls, or your vehicle partner’s, under our Vehicle Partner Terms, where it is not.

Where it genuinely is not clear which of the two a particular challan falls under, we look at what actually happened, against the duty slip and, where fitted, the vehicle’s own tracking record, before deciding, and you are told the reason and given the chance to explain your side before anything is asked of you. This is the same standard of fairness set out for a deduction above, applied here to a challan specifically.

Damage, loss and your right to be heard

If the vehicle is damaged, or something is lost, during a duty you are driving, report it to the control line as soon as it is safe to do so, whatever the circumstances. This is true whether the damage is plainly an accident, a scrape nobody could reasonably have avoided, or something you are genuinely unsure how to explain. Reporting it promptly is always the right first step, and it is treated very differently from a driver who says nothing and hopes it goes unnoticed.

What happens next is an assessment, not an assumption. We look at what the damage or loss actually is, against the duty slip for that trip, any tracking record the vehicle carries where one is fitted, and your own account of what happened, before deciding whether it is something you are responsible for at all.

You are told plainly what is being assessed and why, and you are given the chance to explain your side before any finding is made or any deduction follows from it. This is not a courtesy extended when we happen to remember. It is how this is done, every time, for every driver on our panel, whether he is on our own rolls or empanelled through a partner.

How any resulting deduction is actually made from your payment, once responsibility is decided, is set out under Payments above.

Protection from harassment (POSH)

The Sexual Harassment of Women at Workplace (Prevention, Prohibition and Redressal) Act, 2013 protects you in both directions, and this page says so plainly rather than leaving it to be assumed. The vehicle you drive, and the office you report to, are a workplace for the purposes of that Act, whether you are behind the wheel of a car we own or one a partner owns.

You are protected by, and bound by, our POSH Policy. If you are harassed by a customer, a colleague or anyone else while on duty, you may complain and you will not face any adverse consequence for doing so. If a complaint is made against you, you will be given a fair hearing before any finding.

As a complainant, this covers harassment by a customer, another driver, a member of our office staff, or anyone else you deal with in the course of a duty. You are not expected to work out in advance whether what happened meets a legal definition before you are entitled to raise it; that is what the complaint process itself is for.

As a respondent, if a complaint of this kind is ever made against you, you are told what is alleged and you are given a genuine opportunity to give your own account before any finding is made, by the Internal Committee, not by whoever first heard about it informally. Being named in a complaint is not itself a finding against you, and it is not treated as one while the matter is being looked into.

The law itself also provides for interim measures while a complaint of this kind is being looked into, such as a change to reporting arrangements, where that is appropriate to the situation and to keeping everyone involved safe from further contact in the meantime.

The complaint route, and how it works, including our Internal Committee, is published in full at /legal/posh-policy.

If you have a grievance

A concern about a duty, a payment, a customer, how you have been treated by our office, or anything else covered by this page, goes through the same route published for everyone at /grievance-redressal. Write to us, call us, or send a WhatsApp message: sachin@om-travels.in or +91 99966 69190.

A complaint of sexual harassment is the one exception to sending everything to the same desk: that goes through the Internal Committee process at /legal/posh-policy instead, for the reasons set out under Protection from harassment above. Everything else on this page, including a disagreement about a deduction, a challan, a duty slip, or how a report against you was handled, goes through the ordinary route.

Raising a genuine concern does not count against you, now or on any future duty, and it is not a reason we would remove you from our panel or reduce the duties you are offered. Where you are on our own rolls and your concern touches a right under the Motor Transport Workers Act, 1961, you are equally free to raise it with the appropriate labour authority, and using our own route first does not close that option to you.

We look into every genuine concern you raise and come back to you with what we found, not merely that the matter is closed.

Training

You are inducted before your first duty: what we expect of you, the standards on this page, and how to use the safety and reporting tools you are given, the control line, the duty slip, and the emergency protocol at /legal/emergency-protocol. Refresher training is given through your engagement, not only once at joining.

What this covers, in substance, is defensive driving, anticipating the mistake of the vehicle or the pedestrian ahead rather than reacting to it after the fact, and the conduct standard set out earlier on this page: courtesy, route discipline, and the rest of what a duty is measured against. A driver who has been on our panel for years is not assumed to remember all of this by habit alone, which is why training continues rather than being delivered once at joining and left there.

How induction and refresher training fits around your duty roster, including whether a particular session is paid, is set out in your engagement letter or empanelment agreement.

Your data

As part of onboarding you and keeping you road legal, we hold your documents, your verification records and your duty history on file, along with, where the vehicle you drive carries GPS or telematics, a record of the vehicle’s movement during duty hours only. Each of these is collected for a specific reason: to verify who you are before you are put on duty, to pay you correctly, and to review a duty fairly if a concern is ever raised about it.

What we collect about you, why, who else sees it, how long we keep it, and your rights over it, including access, correction and erasure, is set out in full at /legal/partner-privacy-notice.

The same applies the other way round: any customer data you come to know in the course of a duty, a phone number, a pick-up address, a name, is used only to perform that duty, never retained or used for anything else, including a direct approach for future business. This is the same standard set out under Conduct standards above, restated here because it is a data question as much as a conduct one.

Suspension and termination

We may suspend you from duty immediately, pending an investigation, where a safety, alcohol or substance, or POSH matter is raised against you. This is precautionary, and it is not itself a finding against you. Suspension lasts only as long as the investigation genuinely needs, and it ends the moment the matter is resolved, whichever way it is resolved.

While you are suspended, you are told what is being looked into, in terms clear enough for you to actually respond to, and you are given the opportunity to give your own account as part of that investigation, in the same way already set out for a POSH complaint and for a damage or loss assessment elsewhere on this page. A suspension that runs on with no explanation reaching you is not how this is meant to work, and if that happens, it is itself something to raise through the grievance route above.

Your engagement, or, for an empanelled driver, your place on our panel, may be ended for a serious or repeated breach of this page, for a finding upheld against you after a fair hearing, or on the notice set out in your engagement letter or empanelment agreement. A single minor lapse, reported and dealt with as set out under Conduct standards above, is not on its own grounds for ending your engagement; it is the pattern, or the seriousness of a single incident, that decides it.

Where money is owed either way at the end of your engagement, it is settled against your final duty slips, including any driver allowance, night halt or other line genuinely due to you, and any deduction properly made under Payments above.

What happens to your data once your engagement ends is set out in full at /legal/partner-privacy-notice. It is not simply deleted the day you leave, nor is it held indefinitely.