(COMPUTERS IN TRANSPORT
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COMPUTERISED fleet management systems have removed all the guesswork from fleet analysis, so many transport managers nowadays spend their time gazing at a visual display unit or computer-derived spread sheets rather than into a crystal ball.
Although any operator can obtain the same results given sufficient clerical staff, a large mainframe computer allows operators to identify and correct problems long before they would come to light by the old methods of analysis.
Three major vehicle manufacturers — Leyland, Ford and Mercedes-Benz — have their own computerised fleet analysis programmes in the UK.
"Save," or system for analysing vehicle expenditure, is run by Leyland Vehicles as part of its co-driver support scheme using computer facilities at Leyland.
"Focas," or Ford operating cost analysis system, is offered by Ford through LA Computer Services in Warrington.
And "Fis," or fleet information system, is part of MercedesBenz's transport consultancy using spare computer time at the Daimler-Benz head office in Stuttgart.
The three systems share a number of similarities, particularly in the categories of information they produce, although this is hardly surprising when you consider the data required by the average haulier.
The amount of information received is directly proportional to the original input, for a computer is only as good as the information put in (or as computer jargon has it "gigo" — garbage in, garbage out).
Focas, Save and Fis all offer operators extensive files on vehicle maintenance, costs of vehicles and trailers, repairs, productivity, utilisation of vehicles, depot efficiency, individual model performance — in fact anything the haulier thinks is important to this operation.
Before he can receive information, however, an operator must first establish a "data base" or cost centre for each item to be included in the system. Each cost centre is given a code number which is stored in the computer allowing any expense to be correctly allocated and filed. The data base is built up by simply filling out standard forms supplied by each computer system, detailing each cost centre, which is then entered by the computer operator.
Once the data base is established, the operator continues to record running data such as fuel used, repairs, loads delivered, which are submitted at the end of a regular period (usually monthly) either by posting the returns to a collection centre, as is the case with Fis or, if the operator prefers, via a direct input micro computer or vdu terminal in his own premises to the mainframe computer, as with Focas and Save.
Having received the running data, the mainframe computer adds the new information to each cost centre data bank, which not only holds current costs but any standing costs as well. Using standard calculations, the computer quickly produces information such as vehicle mpg, costs per mile or per vehicle, profitability, utilisation, costs per depot, tonnage moved, and any other information requested by the operator based on the original data base.
The results, in the form of a printed spread sheet, are then posted back to the operator or, for those with a direct link, displayed on the vdu.
Fleet size is often a deciding factor for operators considering a computerised fleet information system. Mercedes-Benz feels 12 vehicles are the level at which a haulier could benefit from Fis, although smaller fleets are taken into the programme.
One small fleet currently on Fis is Milton-White transport, which operates ten vehicles between 3.5 and 16 tons on UK express deliveries from its Dagenham premises, for customers such as ITT, Murex and Berger Paints.
Fis's 134th customer, MiltonWhite joined the programme in 1974 when the old system of fleet analysis — which only gave vehicle costs based on fuel, maintenance, repairs and standing costs — began to get archaic. As managing director Stan Milton-White explained: "There was an awful lot of longhand involved and in some small companies it tends not to get done."
With Fis Stan has kept the responsibility for recording the monthly figures, but the final calculations and interpretations are now done by the DaimlerBenz computer in Stuttgart.
The task of collecting the data for Fis is divided among the staff: all the vehicle servicing and repair data, whether carried out by Milton-White or a Mercedes dealer, are compiled by the company's fitter; drivers' hours, fuel and vehicle earnings and movements are charted by the traffic office.
Cowlard Computer Services, based nearby at Barking, does all Milton-White's tachograph analysis and provides the final monthly drivers' hours figures for Fis. The total time to collect the Fis information is around two days for two people, although Stan assured me the work could easily he done by one.
Once consolidated, the monthly Fis return is posted to the Mercedes-Benz consultancy office at Hayes in Middlesex where it joins other operators' input before being sent to Germany. At the moment, all UK Fis data ale sent to Stuttgart by mail, although there are plans to establish a direct link between the UK centre and the DaimlerBenz mainframe.
The final spread sheets produced by Stuttgart are mailed back direct to the operators. In addition, a member of M-B's transport consultancy staff visits Stan regularly to monitor progress and discuss any operating problems with Fis.
One disadvantage with Fis is that the "batch system" of sending Fis returns has a turnaround time of 14 days, which is far slower than direct link between operator and mainframe possible with Focas and Save, where a user can input data through a keyboard rather than fill out forms.
Stan feels that computerised analysis has helped in a number of ways. The sole 16-tonner currently doing distribution and feeder work was purchased after Fis reports showed the previous 14-tonner runrring fully laden was not up to the work.
With Fis run by Mercedes, many operators might be sceptical as to the impartiality of the system, even though any make vehicle is accepted, but Stan doesn't feel this is so.
Milton-White was one of the first operators to use a Mercedes 813 in the UK and Fis showed the vehicle wasn't working out in the fleet.
"It was a good vehicle, but it really should have had a trailer behind it. With its four-ton payload it just wasn't for us and the fuel returns on Fis proved it."
Using a computer-derived progress report, Stan also felt Fis gave a good indication as to which part of his business was most profitable.
Many operators using Fis go on to develop their own fleet management systems with their own computers. This is something Stan Milton-White has already considered: "I bought an Ontel micro-computer in for demonstration, but at this stage I don't think We're big enough." Stan also uses Fis to ensure the right rates are being charged, and a constant update on vehicle repairs gives a quick indication to prospective vehicle life.
Although Focas, Save and Fis have much in common (not least that they are open to any haulier regardless of his vehicles, type or make) Fis is unique in that it is offered to operators without charge. • Launched in 1973, Fis is run according to M-B UK as a "marketing function", using spare time on the Daimler-Benz mainframe, and as such the only cfiarge to a participant is his own labour costs.
Seventy-two companies, with some 2,672 vehicles, are currently using Fis and only 40 per cent of the vehicles are Mercedes.
The system has a number of interesting facets beyond simply promoting Mercedes's name. With Fis, Save and Focas all con stantly monitoring vehicle performance and reliability, for most major makes of vehicles across a variety of weight categories, all three manufacturers can see the performance not only of their own vehicles, but also that of competitors, in participating haulage fleets throughout the UK.
At first glance this may seem somewhat offensive to the haulier particularly as he believes his information is his own business, and indeed it is. However, the systems have the potential to spot problems on individual vehicles across a large number of fleets. The manufacturer can thus rectify faults before local problems with vehicle or components reach disastrous proportions for operators, prospective buyers and vehicle manufacturers alike.