Employee transport that reports on itself.
Cars for the scattered pickups, electric buses for the dense corridors, operated by us and metered trip by trip, so the bill at month-end is a record, not an argument.
Talk to us ↗What’s included
The whole service, not a car and a hope.
The fleet
Electric cars and buses in one livery, sized to the route and operated by us, not sub-contracted away.
The planning
Routes built the night before, revised on the early data, locked, and changed only through a controlled process.
The proof
Every trip geofenced, timestamped and metered, and every invoice arriving with its trip ledger attached.
The drivers
Verified, trained under the Foundation of Road Safety, Environment Conservation and Disaster Management (FORSECDM), an NGO, and re-checked on a cycle.
The safety layer
Night-shift protocols, live tracking to a named contact, geofence alerting and SOS.
The buffer
A contracted replacement fleet, so a breakdown at 2am is a swap, not a scramble.
Sizing
Cars and buses, sized to the route.
The right vehicle is a function of the route, not a preference. Scattered pickups across a township want cars. Forty people converging on one corridor want a bus. We size it, and we tell you the cost-per-seat trade so the choice is yours to check.
| Vehicle | Capacity | Best fit | Cost per seat |
|---|---|---|---|
| Electric car | 4 seats | Scattered pickups, low density, flexible timing. | Higher per seat, lower per pickup point. |
| Electric bus | 20 to 40 seats | Dense corridors, one township, fixed shift wall. | Lowest per seat at high occupancy. |
Bus capacity is matched to the corridor: a 20-seater for a mid-density route, up to a 40-seater where one township fills a shift wall. The exact configuration is confirmed against your roster during the site survey.
Routing & scheduling
Built the night before, locked, then change-controlled.
Night before
The next day’s routes are built against the confirmed roster, pickups sequenced, vehicles assigned, timings set.
04:00 revision
The plan is revised on the early signals, last-minute roster changes, no-shows, anything that moved overnight.
Lock
The route locks. From here it is a controlled artefact, not a live edit.
Change control
Changes after lock go through a request-and-approval trail, so there is always a record of who changed what and why. That trail lives in the platform →
Pickup accuracy
Provable, not taken on trust.
A pickup either happened where and when it was meant to, or it didn’t, and you should be able to tell without taking anyone’s word for it.
Each pickup is bounded by a geofence and stamped with a time. Variance against the plan is reported, not buried: if a vehicle arrived late or off-point, that shows up in the record rather than in a complaint three weeks later.
Driver standards
Verified, trained, re-checked on a cycle.
Not once at onboarding and then forgotten.
Drivers are background-verified, trained under the FORSECDM Driver Academy across a full curriculum, and re-verified on a cycle rather than once at onboarding.
The full academy, the verification standard and the audit trail are on the safety page →
Women’s safety & night shifts
Where a vendor is really tested.
Night-shift transport is where a transport vendor is really tested. The operating rules, no first pickup or last drop for a woman travelling alone, escort thresholds, live tracking to a named contact, geofence alerting and SOS, are treated as protocol, not marketing.
The operational detail, stated plainly, is on the safety page →
The invoice
Every bill arrives with its ledger.
- The trip ledger, attached: every trip, its route, its stamp, its charge, so a line you want to question resolves against a record instead of a phone call.
- Excess kilometres, shown: where they apply, computed on the same ledger and shown, not smuggled into a total.
A sample trip ledger goes out with every proposal, so you can see the format before you commit.
The buffer fleet
Contracted, not promised.
A number, a response window and a penalty, in the contract.
A vehicle will fail. The question a buyer should ask is what is contracted to happen when it does, and the honest answer is a number, a response window and a penalty, all of which sit in the contract.
The buffer is sized to be fundable in the worst month, not the best, because a buffer promise you can’t honour is worse than none. The exact count, the response window and the penalty are set per contract, against the size and shift pattern of your operation, and written in before you sign.
Every month
What your admin receives.
One monthly pack: the trip ledger, the invoice reconciled against it, pickup-variance reporting, and, if your sustainability team wants it, the measured commuting-emissions statement.
That emissions report is built from the same primary trip data →
Shift patterns
The roster drives the plan.
General shifts, rotational shifts, split timings, the odd late meeting, the roster drives the plan, and ad-hoc requests are handled through the same change-control trail so nothing runs off-book.
How pricing works
The model, published, not an invented number.
We publish the model, not the prices, because a real price depends on your routes, your density, your shifts and your vehicle mix, and a number invented for a web page helps no one.
Give us the shape of your operation and we’ll come back with the model that fits and a costed proposal against it.
Go-live
The thirty-day go-live, in four stages.
Signing to running, written into the contract rather than into a slide.
Map
Rosters, addresses and shift walls collected; routes designed.
Verify
Vehicles inducted, drivers verified and trained, documents loaded.
Dry-run
Routes trialled against the real roster before anyone depends on them.
Go-live
Live operation, reporting on from the first trip.
Questions people ask
Questions people actually ask.
How long from signing to running?
Thirty days, in four stages, map, verify, dry-run, go-live. The dry-run stage is the one most vendors skip and the one that stops a bad first morning.
What happens if a vehicle breaks down at 2am?
A contracted buffer fleet covers it: a defined number of replacement vehicles, a response window and a penalty, all in the contract rather than in a promise.
How do you handle women’s safety on night shifts?
No first pickup or last drop alone, escort thresholds, live tracking to a named contact, geofence alerting and SOS. The full detail is on the safety page.
Are your drivers verified, and can I audit that?
Yes. Drivers are background-verified and trained under the FORSECDM academy, re-checked on a cycle, and the verification is auditable. See safety.
How does billing work, and what stops month-end disputes?
Every invoice arrives with the trip ledger that produced it, so a disputed line resolves against a record, not a phone call. We agree the billing basis that fits your pattern before go-live.
Can you give my sustainability team commuting-emissions data?
Yes, a measured Scope 3 Category 7 statement built from the primary trip data, not a survey. See sustainability.
Do you run buses as well as cars, and how do you decide which?
Both. Density decides: scattered pickups want cars, a corridor of forty people wants a bus. We size it and show the cost-per-seat trade.
You’re a new company, why should I take the risk?
Because the things that de-risk a transport contract, the buffer fleet, the metered ledger, the verified drivers, the go-live process, are written down and checkable, not asserted. We’d rather earn the first route than the whole account.
Tell us how many people you move, and where.
Give us the shape of your operation, the routes, the shifts, the headcount, and we’ll come back with the model that fits and a costed proposal against it.
Talk to us ↗