The potentials arising with the use of a fleet telematics can be classified according to the primary effect:
Drivers are an important source of information for every motor carrier. However, the information known to the drivers is often not known in the dispatching office where it is needed. Furthermore, the information known in the dispatching office may be imprecise or incorrect and often becomes known very late. Depending on the vehicle system used, messages containing vehicle position and sensor data can automatically be sent to the dispatching office when certain events occur:
Some vehicle systems allow to configure or reprogramme the logic of those systems while the vehicle is en-route. Those systems allow to control the amount of information transmitted and the cost of communication. In certain situations, some types of information may be very important, and may not be worth the cost of communication in other cases. For example, high value shipments or hazardous materials have special security requirements and intensive tracking is necessary during the transportation process. Empty vehicle movements, on the other hand, do not require intensive tracking and vehicle positions only have to be transmitted once in a while. If the vehicle systems can be configured according to the necessities of the carrier, costs can be controlled and the telematics systems can significantly improve the availability and quality of information. Telematics systems also accelerate the information exchange and thus, can be used to guarantee that all information is available at the time it is needed. Communication costs resulting from transmitting data automatically by a telematics system, are normally lower than those costs resulting from the transmission of the same information via voice communication. However, total communication costs may increase due to the higher amount of information which is transmitted. (A,Q,S,C)
Most vehicle systems are equipped with an input device allowing drivers to send information to the dispatching office. For safety reasons, complex input devices, such as alpha-numeric keyboards, must only be used when the driver is not driving. Therefore, simple input devices are usually preferred as they can be used while driving. Many input devices allow drivers to submit predefined messages by pushing certain buttons. Some of them also allow drivers to add numeric values to messages, e.g. a personal identification number (PIN). This PIN can be used for security reasons and to identify which driver is driving for how long. This allows dispatchers to plan transportation processes considering drivers’ working hours. A significant part of the voice communication can be substituted using telematics systems. Drivers can regularly inform the dispatchers about the state and progress of transportation processes at the time the information becomes known. The use of input devices can be much more convenient than voice communication as it is often not practical to call the dispatching office every time some data change. (A,Q,S)
One problem in voice communication is that both sides involved must be capable of communicating at the same time. This, however, is often not the case - neither for drivers nor for dispatchers. Dispatchers cannot always answer telephone calls, e.g. as they may be talking to shippers. Traffic conditions may not allow drivers to use mobile phones, and even if drivers are able to telephone, they may not be able to write down complex information. Thus, drivers may need to interrupt their journey to write down information or to call the dispatcher. This can result in a substantial delay in the information flow. The asynchronous communication provided by telematics systems allows to transmit information at any time without the need of waiting for the other side to be capable of actively accepting incoming information. Furthermore, the communication is not bound to specific persons. As a result, drivers do not have to take care about which dispatcher to call, as any dispatcher can retrieve and process the information once it is stored in the database of the information system. Thus, the processing of information is accelerated. (S,M)
Dispatchers who want to distribute general information to several drivers can be relieved by telematics systems as they usually allow to submit the same message to a group of drivers. Certainly, a dispatcher would be quite busy and unhappy if he would have to make a series of phone calls to inform a large number of drivers. (S,C,M)
Information exchanged by voice communication has to be written down to ensure that no information is lost. Drivers cannot always write down the minutes when they are driving and dispatchers may be busy with “more important” tasks and cannot immediately key in all relevant data into the information system. Thus, the information is not immediately stored in the order and fleet management system and decisions of other dispatchers may suffer from lack of information. Furthermore, writing down the information requires additional time and effort and is error prone. Telematics systems transmit digital information which can be automatically archived in the vehicle system and the information system in the dispatching office. There is no need for manually entering the information into the systems and all data can be accessed at any time. This relieves dispatchers and drivers. The electronic communication guarantees that all the information received is identical to the information sent. Thus, transmission errors and misunderstandings are avoided. (Q,S,C,M,U)
Generally, most of the data a driver needs for fulfilling his tasks are available in the order and fleet management system. These data can automatically be retrieved from the order and fleet management system and sent to the driver without the need of manually typing in all the data into the telematics system. The instruction of a driver about his next task can be made completely automatic, however, usually the dispatchers will manually initiate the transmission of messages to the drivers. Message templates can automatically be provided considering all relevant data stored in the order and fleet management system. (Q,S,C,M,U)
With the use of a telematics system telephone calls can be reduced in terms of quantity and duration. However, telephone calls cannot be fully replaced by electronic communication as the flexibility of voice communication is higher. In particular, dialogue-like conversations are impossible using electronic communication. Furthermore, most wireless communication technologies have limited bandwidth and unstructured information can be better exchanged by voice communication. Consequently, telematics systems should not be used to replace voice communication, but to support communication.
Today, many modern cars are equipped with navigation systems. Those systems calculate the optimal route (shortest or fastest) from the current position to a desired destination. The systems give visual and/or acoustic turn-by-turn driving instructions which are derived on the basis of the determined optimal route. If the driver does not follow the recommended driving instruction at some location, the system calculates a new optimal route from this location to the desired destination. So-called dual-mode or hybrid route guidance systems integrate real-time information to allow dynamic route guidance taking into account the actual traffic conditions. This information is sent from a traffic service centre through FM broadcasting using RDS-TMC. Navigation systems help reducing travel times and improve the driver’s orientation. Furthermore, safety is increased as drivers do not get distracted by finding their way in printed maps. Today, those systems are focused on the needs of private users. Despite of the benefits of (private purpose) navigation systems, those system have the disadvantage that they are not always well suited for commercial vehicle operations. Important information for large commercial vehicles are often not included in the digital maps. Especially for heavy vehicles, optimal routes have to be calculated taking into account various other aspects, e.g. the height of bridges and tunnels, road tolls, no through roads, etc.. In contrast to private usage, commercial vehicle movements are usually planned by a central authority, the dispatchers. Route guidance systems for commercial vehicle operations should therefore, allow to submit the planned route from the dispatching office, where the planning is done, to the vehicle, where the transport is done. If the planned tour is synchronised between dispatching office and the route guidance system deviations can be easily detected within the vehicle. The vehicle system can send a message to the dispatching office to inform the dispatchers about the deviation. The new route which is calculated can then also be synchronised between dispatching office and the route guidance system. Unnecessary mileage can be avoided due to route guidance and early identification of deviation from the planned routes. (A,Q,C,R)
Tracking describes the continuous determination of position and state of shipments and vehicles, whereas tracing describes the retrospective identification of the trace of shipments and vehicles. Without the use of a telematics systems tracking & tracing functionalities can only be realised at the transshipment points, but not while the vehicle is moving.
Vehicle systems equipped with a positioning system connected to a communication device can regularly send the vehicle’s position to the dispatching office. The hereby obtained trace of the vehicle can be be matched with the planned route and it can be identified whether a vehicle significantly deviates from the planned route or whether a trip is significantly delayed. If geographic or timely discrepancies are detected countermeasures can be initiated. (A,S,U,R)
With the help of telematics systems the arrival at and the departure from a handling location can be identified. Exact arrival and departure times can be determined. Further information can be put in context to the handling location e.g. the start and end time of handling activities and the shipments which are loaded or unloaded. The exact knowledge of information related to handling activities can be used to provide a proof of delivery and can be considered when preparing invoices. (A,S,R,U,L)
Throughout the transportation processes, sensors in the cargo body can measure the temperature and messages can automatically be sent if the temperature leaves the required temperature range. This information can be used to initiate countermeasures or to proof that throughout the transportation chain temperature sensitive shipments have been kept at the required temperature. (A,S,R,U,L)
Precise costs of transportation can be proven to the shipper including all unplanned costs, for example, the costs for using a tolled road or the costs for unnecessary waiting times at the shippers location. (A,S,U,L)
Security of high value goods can be increased as vehicles and shipments can be localised at any time. Furthermore, sensors can detect certain incidents, for example, when the cargo body is opened. If this happens at a location where no handling activities are planned, an alarm message can be sent automatically. If an alarm message is received in the dispatching office, an emergency service can be automatically informed. The vehicle positions can be continuously handed over to the emergency service enabling them to quickly find or follow the vehicle. (A,S,R,L)
Drivers’ working hours are regulated by EU social legislation. If the dispatchers do not have the full knowledge about driving and rest periods, decisions made by the dispatchers can result into conflicting instructions resulting into delays or violation of drivers’ working rules. The knowledge about work and rest periods leads to better schedules, better safety on roads, and better satisfaction of drivers and dispatchers. (A,U,R,M)
Telematics systems can be used to identify whether a vehicle is moving or not. The reasons why a vehicle is not moving can be identified and unnecessary idle times of vehicles can be detected and avoided. (A,U,C)
The knowledge about the current position and state of the vehicles and shipments can be used to calculate arrival time estimations which can be provided to shippers. Shippers need this information to plan handling activities and optimise succeeding tasks. (U,L)
Eventually, all data identified can be stored in the information system allowing to trace movements of vehicles and shipments. If the information systems of all carriers involved are connected, tracking & tracing functionalities can be provided throughout the whole transportation chain - not necessarily restricted to part performed by the motor carrier. (A,U,L)
With tracking & tracing of vehicles and shipments, the knowledge about the current state of the transportation system can be significantly improved. The continuous supply of timely and reliable information allows the modification of schedules considering the actual state of the transportation system. Hence, the flexibility in schedule generation is improved and carriers no longer have to hand out printed work plans when drivers begin their tour. Drivers only need to be informed until the information deadline of the task. By waiting until this information deadline much more time is available for modifying plans which may become necessary when new transportation requests arrive or other changes become known. The improved knowledge about the actual state of the transportation system, helps in increasing the quality of schedules and the reliability of transportation processes. (P,F,R)
The lack of timely and reliable information is the biggest problem for computer-based realtime decision support. The reason for this is the high frequency with which the real-world situation changes and the tremendous effort which is needed when information has to be manually entered into a software system. As a result, automatically generated schedules often cannot comply the requirements of real-life problems. The effort needed to manually adjust automatically generated schedules is tremendous and, after manual adjustment, the quality of those schedules is not necessarily much better than a manually generated schedule. Due to tracking & tracing of vehicles and shipments the information gap between drivers and dispatchers and the information system can be significantly reduced. This allows the use of dynamic planning systems to optimise schedules considering the actual state of the transportation system. (P,F)
Motor carriers seek to minimise empty mileage and to maximise the payload. Tracking & tracing allows the carrier to optimise the schedules considering all known transportation requests. As a result of the improved information supply, vehicles with low capacity utilisation can be identified easier and earlier. Thus, carriers can improve their performance by actively searching for additional load for vehicles with low capacity utilisation. (P,F)
When incidents are detected, the carrier can reconsider whether already confirmed transportation requests should be served by self-operated vehicles or not. The carrier may want to remove some transportation requests from the tours to guarantee punctuality of the remaining orders. If no self-operated vehicle can efficiently serve the unscheduled transportation request, the carrier has to reject the order unless additional transport resources can be acquired. The carrier can search for additional transportation resources in electronic freight markets. If successful, external carriers can be subcontracted in order to perform the transportation. (P,R)
All necessary information for preparing an invoice is written into the way-bill by the drivers who return the way-bill to the dispatching office after order completion. The time needed from order completion to begin of preparing the invoice can be as high as two weeks. With the use of telematics systems all relevant information can be sent to the dispatching office when the information becomes known and before the way-bill is returned. Possible obscurities in the data can be resolved easier as the corresponding occurrences are more present to the persons involved. A proof of delivery can be given directly after order completion and a detailed invoice can be prepared without having to wait until the way-bill is returned. This speeds up the billing process, eases the verification of invoices, and results in an earlier payment of transportation services. (C,U,S,L)
In order to support the analysis of the carrier’s costs and performance, telematics systems can be used to provide comprehensive data. Repeated discrepancies between planned and actual data as well as their causes can be identified. For example, repeatedly long travel times of all vehicles on a specific route can be used to modify travel time estimates. Repeatedly high fuel consumption of a single vehicle may indicate engine problems or uneconomic driving behaviour of the driver. Repeatedly long waiting times at certain handling locations can be identified and agreements with certain shippers can be reconsidered. Expenses caused by technical problems, uneconomic driver behaviour, and bad planning data can be identified and avoided. (A,C,U,P)