Terms of service
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The terms a carrier uses Fleet in Order AI under. If you are a driver who was sent an application link, the privacy page is the one written for you.
Last updated
The terms a carrier uses Fleet in Order AI under. If you are a driver who was sent an application link, the privacy page is the one written for you.
Last updated
The terms a carrier uses Fleet in Order AI under. If you are a driver who was sent an application link, the privacy page is the one written for you.
These terms are between Fleet in Order AI Inc., which runs Fleet in Order AI, and the carrier organisation whose account is opened on it. There is no self-serve sign-up: an organisation is created by our staff after a demo, and its first administrator is sent an invitation. The administrator who accepts that invitation accepts these terms for the organisation, and every person the organisation later invites uses the service under them. If a separate written agreement between us and the carrier says something different, that agreement wins on the point it covers.
Fleet in Order AI is a safety-and-compliance record system for a trucking fleet: drivers, trucks and trailers, and everything that hangs off them — documents, abstracts, roadside inspections, tickets, convictions, collisions, claims, repairs, compliance countdowns, alerts and the hiring pipeline. A driver who fills in an application through a link a carrier sent is not our customer and is not bound by these terms; what happens to their documents is described on the privacy page, which is written for them.
Every account is created by invitation from one of the carrier's administrators and belongs to one person. Each person has their own email address and password, and can turn on two-factor sign-in; an organisation can require it, and an external auditor's account must hold it in production. The carrier decides who it invites, which role each person holds and when their access ends, and is responsible for those choices. Sharing a sign-in between people is not permitted. The carrier tells us without delay if it believes an account has been used by someone it was not issued to.
The carrier uses the service lawfully and only for records of its own operations and of people it has the right to hold records on. It does not try to reach another carrier's data, probe or test the security of the service, run load tests against it, scrape it, or take apart or copy the software. It does not ask a driver to upload a SIN card or a banking document through an application link; the application refuses both, and they are filed only on the staff side once someone is hired. We may end a session or an account that breaks this section, and we tell the carrier's administrators when we do.
The records a carrier keeps in the service are the carrier's. We process them only to provide the service, and we never sell them. Records belong to one organisation. Two things cross that line, both described on the privacy page: a driver's own record, on the driver's consent, below; and a shared register of company names and addresses, never a person's record. The companies whose services read, store or carry those records — and which of them run outside Canada — are named on the privacy page, and the carrier agrees to that processing by using the service. Under PIPEDA the carrier is the organisation accountable to its drivers and staff for what it collects, so it must have the right to collect what it uploads and must answer their questions about it.
We keep the safeguards the privacy page describes: encrypted storage in Canada, one organisation's records closed to every other, and an audit trail of every change, upload and export. If we learn that the carrier's data has been reached by someone who should not have reached it, we tell the carrier's administrators without undue delay and give them what they need to meet their own obligations. We help with a request from a driver or employee to see or correct their information, using the export and the record bundles the service already builds. There is no automatic clear-out of a closed carrier's records: after an account is closed we delete them on a written request from its administrator, and a deleted file leaves our backups within 90 days of that.
A driver is identified across the platform by their licence number and is active at one carrier at a time. A driver's record from an earlier carrier reaches a later one only with the driver's own consent, given to a code sent to the driver, and only for as long as that consent stands; the earlier carrier's own records stay its own. The carrier agrees to this model: that a driver it hires may bring a record from elsewhere, and that a driver who leaves may later hand their record from the carrier to the next employer. A carrier never reads another carrier's records any other way.
Every carrier starts with a 30-day trial, counted from the day its organisation is created. After that the plan follows the number of active trucks on the carrier's record, and is billed monthly through Stripe, which holds the card and issues the invoices. A move to a larger plan is charged from the day the count crosses the line; a move to a smaller plan takes effect at the end of the current period. The plans and their prices are on the pricing section of the site. An unpaid invoice does not switch anything off on its own. If invoices stay unpaid after we have written to the carrier's administrators, we may suspend the organisation; its members then cannot sign in, and billing continues until the subscription is cancelled.
We do not promise a particular uptime. We may take the service down for maintenance, and we tell the carrier's administrators beforehand where we can. Our staff never read a carrier's records from our own tools. A staff member who needs to see a carrier's account asks for a grant; one of the carrier's administrators approves it for a fixed time or declines it; the staff member then opens the carrier's account read-only, every record they open is written down, and the grant ends on its own when the time is up. Nobody at the carrier has to grant one.
The software, its design, its documentation and its name belong to Fleet in Order AI Inc., and nothing in these terms transfers them. The carrier has the right to use the service for its own operations while these terms stand, and nothing more: it does not copy, resell or build on the software. The records, documents and files a carrier keeps in the service stay the carrier's, and what the software reads off them — the values, the countdowns, the scores — is the carrier's to use as it sees fit.
The compliance countdowns, the status chips, the alerts and the HRD Crash Predictor score are aids to the carrier's own safety work. They are not legal advice and they are not a regulator's view. The carrier remains the operator responsible for its CVOR standing, its filings and the condition of its drivers and units, whatever the service shows. A value that software read off a document is a proposal until a person at the carrier confirms it, and the carrier checks what it relies on. The service is provided as it is, and we do not warrant that it is free of error.
To the extent the law allows, our total liability to the carrier under these terms, for everything together, is limited to the fees the carrier paid us in the twelve months before the event giving rise to the claim. We are not liable for indirect loss: lost profit, lost business, a fine or sanction the carrier incurs, or the cost of a record the carrier did not keep elsewhere. Nothing in this section limits a liability that cannot be limited under the laws of Ontario.
These terms apply from the day the carrier's first administrator accepts the invitation and for as long as the organisation has an account. Either side may end them on thirty days' written notice to the other. We may end them at once if the carrier breaks the acceptable-use section or does not pay after notice; the carrier may end them at once if we break this agreement in a way we do not put right within thirty days of being told. Until the account closes the carrier can export every module and download its record bundles. After that, deletion follows the processor section above.
We may change these terms. For a change that matters to the carrier — fees, liability, what we do with its data, or how it may end the agreement — we email the carrier's administrators at least thirty days before the change takes effect, and the date at the top of this page moves. Continuing to use the service after that date is accepting the change; a carrier that does not accept it may end these terms before then without notice.
These terms are governed by the laws of the Province of Ontario and the federal laws of Canada applicable there. Any dispute about them is heard by the courts of Ontario, and both sides accept those courts' jurisdiction. If a court finds one part of these terms unenforceable, that part is read as narrowly as it must be and the rest stands. Neither side waives a right by not using it at once. These terms, with the privacy page they refer to and any written agreement between us and the carrier, are the whole agreement between us about the service.
Privacy questions, access or correction requests and anything about how the carrier's data is handled go to privacy@fleetinorder.ai. A general contact address for questions about these terms will be added here; until then, a carrier's administrators reach us the way they did when the account was opened. A request about a driver's or an employee's information should say which carrier the person dealt with, so we can route it to the organisation that holds the record, since the carrier is the one accountable for it.