De behandeling van documenten neemt nog steeds veel tijd in beslag. Tot vandaag kon men gebruik maken van de camera optie op onze eMobile App boordcomputer om een afbeelding van de CMR of the POD door te sturen. Maar vandaag doen we nog beter!
We hebben een mobiele scanner toegevoegd aan ons portfolio in combinatie met de eMobile App en Spedion App. Op die manier kan uw bestuurder onmiddellijk een kwalitatieve scan maken van de documenten en deze terugsturen naar de thuisbasis.
IX100 Fujitsu Scansnap
Wij bieden de mogelijkheid door middel van een ultra-portable scanner documenten door te sturen vanaf onze boordcomputer. De scan taken worden geïntegreerd in een workflow die door de bestuurder éénvoudig te gebruiken is. Hoge kwaliteit afbeeldingen kunnen op die manier aan orders gelinked worden, of staan ter beschikking om via onze webservices binnen uw backoffice oplossing te integreren.
Outside Gävle in central Sweden, the last preparations are being made at the test strip for an electrically powered truck from Scania operating under real traffic conditions. “It’s amazingly quiet,” says test driver Therése Persson.
Just a couple of days before the official inauguration of the world’s first test strip for electrically-powered trucks under real traffic conditions, the test site is bustling with activity. Power has just been switched on in the overhead lines above the two-kilometre stretch on the E16 motorway outside Gävle in central Sweden, where a green-painted electrically powered truck from Scania is running silently back and forth.
“In electric mode it gets totally quiet in the cab, that’s amazing,” says Therése Persson, one of Ernsts Express’ drivers.Tobias Ohls
“It feels fantastic that the electric truck is now up and running, operating under real traffic conditions,” says Christer Thorén, Technical Project Manager at Scania’s Hybrid Systems Development unit.
Able to connect and disconnect
During the two-year test period, the electric truck will perform normal transportation assignments for Ernsts Express, a mid-sized logistics company in central Sweden.
The truck can connect to and disconnect from the overhead wires while in motion. When the truck goes outside the electrically-powered lane, the pantograph (the mechanism which connects the truck to the overhead wires) is disconnected and the truck is then powered by the biodiesel fueled engine or battery-charged electric motor.
Without greenhouse emissions
”The first time I drove the electric truck I didn’t feel much difference when it comes to the actual driving. But in electric mode it gets totally quiet in the cab, that’s amazing,” says Therése Persson, one of Ernsts Express’ drivers.
“The electric road project is a fantastic project to be part of,” says Roger Blom, CEO, Ernsts Express.Tobias Ohls
Roger Blom, CEO for Ernsts Express, adds: “For us at Ernsts Express this is a fantastic project to be part of, to drive a truck without any emissions of greenhouse gases. So far the technology works really well. It’s amazing to glide along in this truck in complete silence.”
Developed by Scania and Siemens
The electric truck has a pantograph power collector that is mounted on the frame behind its cab. This so called conductive technology has been developed by Siemens in collaboration with Scania.
Pia Nilsson, Project Manager at Siemens Sweden, says: “Our proven technology from railways, together with Scania’s innovative solutions for the transport sector, means that we together can find new exciting solutions such as this electric road and our own eHighway concept. One of the major benefits of the technology is that it can be implemented on roads that already exist.”
“One of the major benefits of the technology is that it can be implemented on roads that already exist,” says Pia Nilsson, Technical Project Manager at Siemens Sweden.Tobias Ohls
Scania’s Christer Thorén says he is pleased with Siemens cooperation on the project: “Short term, our expectation is that during the two year test period we will be able to show that this is a good and reliable technology, and that it works under real-life conditions, 24-7, summer and winter.”
It’s a concern for every carrier, and it should be: Do I have enough trucks in my fleet? Or, conversely, do I have too many? In an industry where every decision, if it’s a wrong one, can eat into already thin margins, a properly sized fleet is critical.
Obviously, a fleet that’s too big is losing money on idle assets. Trucks that aren’t on the road aren’t profitable. So leaner is better. But there may be such a thing as a fleet that’s too lean. A fleet that’s too lean isn’t able to react to opportunity. Instead of losing money on idle assets, lean fleets are leaving money on the table.
So how does a lean fleet maximize its profits? By running the fewest empty miles possible. Consider these numbers. An average truck is loaded only 70 percent of the time. The remaining 30 percent of the time, that truck is traveling between pickup and delivery points—empty—or waiting to be loaded.
That’s a tremendous amount of inefficiency. It’s wasted fuel, loss of productivity, poor asset utilization, and needless fuel emissions. But the confluence of increased connectivity and economic trends may be figuring out ways for fleet operators to cut back on all of those things.
The sharing economy solves the truck capacity issue
Increased connectivity is turning the logistics game on its head. Today, we’re using real-time data, and adopting and adapting systems, solutions, and technologies that support more modernized freight networks. Those modernized freight networks include mobile-based freight brokering technologies that will help carriers cut costs while improving asset utilization, fuel efficiency, and driver productivity.
What we are talking about is renting unused trailer space, either empty trailers that are being moved anyway or trailers that are only partially full. It’s not necessarily a new idea. Companies have been doing it for years, but technology is making the process of finding unused space much easier. It’s the sharing economy — think Uber and AirBnB —come to the trucking industry.
Using technology to eliminate empty miles
So, how does freight brokering help increase profits and productivity?
Imagine a fleet has 25 trucks and 25 loads in a single day. If each truck travels 230 miles per day and 30 percent of those miles are running empty, that results in 1,725 empty miles travelled for this single fleet. An automated, mobile-based freight brokering system, however, can eliminate 8 to 15 percent of those empty miles. That provides carriers will find a number of important benefits:
Less fatigued drivers
Less time spent in traffic congestion
Happier shippers
More satisfied drivers and back office staff
How does it work?
The technology is sophisticated, but the process is pretty simple. It goes a little something like this:
The shipper enters their shipment into the mobile-based freight broker’s network
The system identifies the best-fit fleet, driver, or carrier within a logical distance
The fleet, driver or carrier accepts the load
The app automates the required back office documentation
The truck picks up its freight and proceeds with delivery
A lot of inefficiencies are eliminated through this type of mobile-based freight brokering process. A truck with remaining capacity, for example, can pick up a second load to run as efficiently and productively as possible. Even better, drivers can receive payment more promptly and a feedback mechanism allows customers to rate carriers, continually improving the system for increased customer satisfaction.
Like we said, adding this technology layer to solving the truck capacity issue is somewhat new, and it’s still evolving. Where it goes next is going to be shaped by the industry stakeholders — OEMs, drivers, fleets and freight brokers. We will look closer at the benefits for each of those groups in a later post.
But for smaller fleets this ability to fill what was empty space is a tremendous opportunity to fatten margins, find efficiencies and keep drivers happy.
Aan de ene kant was TRANSPORTMEDIA op zoek naar een sterkere positie als uitgever in het segment van transport en logistiek. Jean-Marie Becker, gedelegeerd bestuurder van MMM Business Media, was – bij gebrek aan opvolging en om gezondheidsredenen – van zijn kant op zoek naar een betrouwbare overnemer voor zijn communicatie-activiteiten.
In die zin was het een min of meer logische beslissing dat TRANSPORTMEDIA de activiteiten ‘transport & logistiek’ (vakbladen, bedrijfsmagazines, evenementen, website, …) van MMM Business Media heeft overgenomen. Op die manier worden de activiteiten van MMM Business Media verdergezet en wordt TRANSPORTMEDIA een toonaangevend communicatiekanaal voor alle spelers die actief zijn in transport en logistiek.
Het moet gezegd worden dat de toenadering tussen, enerzijds Christophe Duckers en Philippe Quatennens, aandeelhouders en zaakvoerders van TRANSPORTMEDIA, en anderzijds Jean-Marie Becker in de beste verstandhouding verliep. Jean-Marie Becker zal in de toekomst voor bepaalde projecten een adviserende rol opnemen ten dienste van TRANSPORTMEDIA.
Concreet zal er niets veranderen aan de voorziene publicaties van beide uitgeverijen in 2016. Dit geldt zowel voor de magazines (TRANSPORT/VAN Management en LOGISTICS Management van TRANSPORTMEDIA; Truck & Business en Link2logistics van MMM), als voor de websites (www.transportmanagement.be van TRANSPORTMEDIA; www.truck-business.com en www.link2logistics.eu van MMM). De beurs Truck & Transport 2017 wordt voor TRANSPORTMEDIA evenwel het ideale forum om een nieuw ‘productengamma’ voor te stellen, in lijn met de verwachtingen van de sector. Het event ‘Transport & Logistics Awards’ (met onder meer de verkiezing van ‘Transporteur van het Jaar’) gaat zoals voorzien door in februari 2017.
Satellic, dat in opdracht van Viapass tol int voor de gewesten, was aangeklaagd door 97 bedrijven ondersteund door UPTR voor de Rechtbank van Eerste Aanleg in Brussel. De rechter heeft de eis van deze transporteurs verworpen om de facturatie en de inning van de kilometerheffing uit te stellen tot een gerechtsexpert de betrouwbaarheid van het systeem zou hebben onderzocht.
In haar oordeel benadrukt de Rechtbank ook dat de transportbedrijven wisten dat de kilometerheffing voor vrachtwagens boven 3.5 ton van start zou gaan op 1 april 2016. Er was voldoende tijd, 6 maanden namelijk, om het tolheffingssysteem te leren kennen en ermee te leren omgaan, aangezien de toestellen besteld en gebruikt konden worden sinds 1 oktober 2015.
Ook meende de rechter dat de transporteurs geen ernstig nadeel bewezen, aangezien in werkelijkheid slechts een minieme fractie van de On Board Units problemen vertoonde en de vervanging van die toestellen kon worden gevraagd, terwijl eventuele andere problemen werden en verder worden opgelost.
De rechter verwierp ook de eis van de transporteurs om de facturatie en de inning van de kilometerheffing te schorsen. Hij oordeelde dat een eventuele algemene schorsing voor alle transporteurs buiten zijn rechtsmacht zou vallen, terwijl een schorsing beperkt tot de procederende transporteurs de gelijkheid tussen alle heffingsplichtige transporteurs zou miskennen.
De transporteurs werden veroordeeld tot betaling van de kosten van de procedure.
