Showing posts with label 2016 at 12:01PM. Show all posts
Showing posts with label 2016 at 12:01PM. Show all posts

Tuesday, October 18, 2016

When Did Operators Become IT Guys?

My computer just crashed,” whines a frustrated dispatcher just as a customer calls asking why she received multiple confirmations for the same ride. “Do they have changes on them?” she queries. “And why did my card get pre-authorized three times?”

As transportation depends increasingly on technology to provide fast and accurate service, companies must spend more time making sure the technology works right at all times. It’s critical to running a smooth operation and keeping clients happy. System failures and computer issues are a daily concern. When they affect customers, running an operation is no longer just about driving passengers to their destinations.
Operators maintain highly sensitive databases with credit cards. Payroll compliance is its own specialty, especially in labor-friendly states. And a few phone glitches can undercut an operator’s slim margin in just a day or two. Earlier in this decade, some operators were still taking reservations by hand. Now you must decide how to manage and incorporate all your in-house technology issues. “When did I become an IT guy?” wonders this same operator now.

System Runners
With multiple interconnected systems to manage, coordinating them well is easily a full-time job. Reservation software, computer systems, website monitoring, dispatching, vehicle tracking, billing, emails, texts and tablets all can get complicated. Then add credit card processing, accounting, and payroll integration. Even phone lines typically run over Internet IP lines. Any part of the system can undermine the simple business purpose of providing high-quality chauffeured transportation, not to mention hurting productivity and morale.
Maybe it’s time to let this responsibility go. As an owner, it may be hard to lose control, but safety and tech expertise will improve your sleep quotient. Too often, an operator spends too much time on system infrastructure and strays away from the original service plan — to provide top-notch luxury transportation.
Service always matters, so focus on core competencies to ensure an excellent experience for clients. However, someone still has to run the tech side of things, and who will that be when the owner gets back to transportation basics? It requires more than answering occasional request for IT help. Equipment and application management eat up more time and costs. Deciding how to handle it varies for each operator and is usually based on company size.

So what is the best way to manage systems, data and the 24/7/365 demands of technology in this industry? It depends on what you have and need, and it’s really a decision about insourcing versus outsourcing.

In Or Out?
If you are big enough to host your environment, then you need the expertise in-house to manage the infrastructure. This includes servers, racks, power management, desktop maintenance and support. Integration is demanding. Most operators do not like IT management, and few want to be on-call 24 hours a day for IT issues even if they have the know-how. Large companies require a dedicated expert-in-residence with several layers of personnel to manage IT.

For large operations, which are few, a chief information officer (CIO) will work with owners or shareholders to plan for revenue goals related to technology. This top person can see the business needs and the way to achieve them. The position combines business savvy with technological prowess. Below the CIO lurks the technological wizard who creates the needed systems. Often called a chief technology officer (CTO), this person will build the tools. By streamlining and incorporating the products to serve clients and the company, the CTO solves the puzzle with technology to make the company’s vision a reality. These are expensive employees with specific skills and influence on a company’s success.

If your company is not big enough to require a server, then you must outsource and rely upon third parties instead of hiring the expertise. Each option has its pros and cons. Assess your needs, resources, and skills, and then consider the best way to fulfill IT needs outside the company.

[PAGEBREAK]

<p>Too often, an operator spends too much time on system infrastructure and strays away from the original service plan &mdash; to provide top-notch luxury transportation. (LCT file photo)</p>In-House Hassles
In-house IT management can be fraught with challenges and expense, so first recognize you are a chauffeured transportation provider. You are not a technology company no matter how advanced your software and equipment.
Service must always be paramount, so focus on what is most important: rides and chauffeurs who provide the client’s experience. Owning IT and maintaining it internally might appear to be a less expensive route at first, but it is fraught with distractions, disruptions, and other risks that generate more costs, lose money, or both. For a small operator with slim margins and a hands-on role in the company, the highest use of time should be in finding and keeping customers with excellent service, not fixing printer malfunctions and accounting formulas.

If you pay a salary to a CIO or CTO, transaction costs are lower in that “help desk” requests can be handled in house. Certainly, service costs can be reduced if the CIO actually does the work, but a true CIO probably needs staff, at additional cost. Plus, the added expense and rising cost of hiring hinders most small- to medium-fleet operators.

Sudden Dramas
Add the list of things beyond control. You’ve experienced or heard the stories of water damage and power outages or system failures that cause missed pick-ups and lost customers. If you decide to maintain things internally, an IT person, a CTO or a CIO must fully understand the hardware, the software, and the business needs. This person or staff would develop redundancies and back-up plans. But hot sites, a secondary back-up, are expensive and the investment is often too big for the size of most operations. Capital costs go up to build the infrastructure, maintain it, and stay current. And it will be too much for one person or two to oversee day and night.

Unpredictability is the only certainty, so you must manage risks. When something goes wrong, and the phones go down, you more likely will have better access and response from a contracted agent than from internal IT staff. Most operations are simply too small to do a good job of IT in-house. There’s not enough knowledge and money to maintain a secure system. For most, an outside specialist offers distinct advantages.

Outside Benefits
Managed services offer more professionalism and core expertise than a single IT employee can offer individually. For a fee, a contracted service will provide immediate response when needed while offering state-of-the art hardware and redundancies to protect your data and sensitive information. They also take on the capital risk of being able to provide the services, stay current on technology, and maintain industry compliance and data security. Just the cost of losing data is enough to seriously consider having someone else monitor your system operations.

An external, managed environment is the way to go for most operators. A vendor who provides the service is the expert, after all. This results in higher compliance levels and multiple back-ups for your business. Safety and security is better and your contractor will stay on top of evolving technology so you can avoid shopping for updated hardware or more user licenses for outdated software.

Unless you are a large operator, stay tuned into what you do best. Grow your business, deliver unblemished service, and maintain stable data with the help of an outside expert. Your employees will appreciate it, and you’ll sleep better, too.

Keywords

business management   executive changes   Information Technology   staff management   

 

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Clean, Classy Sprinter Perfect For Big Execs

PELHAM, Ala. — If you want to break into the business of transporting high-level corporate clients, a traditional stretch limo just isn’t going to cut it. You need something that screams professional, pristine, and powerful – not party, trashy, and “is that stain what I think it is?” (leave that to the TNCs).

This new 2016 McSweeney Designs Mercedes-Benz Sprinter now available at limoforsale.com from has everything you need to impress potential clients for $95,670.

SPECS, PHOTOS & SELLER INFO HERE

At only 4,548 miles, this van is ready to roll. The seller rates the mechanical, exterior, and interior conditions at 10 across the board, and the vehicle comes with a three year/36,000 mile warranty.

A backup camera will ensure a safe ride for any and all VIPs, while the wet bar, wireless internet, A/C power outlets, and captain’s chairs will keep them impressed with your luxury transportation service. 

As if that wasn’t enough, a rear luggage shelf, pleated shades, and custom cockpit paint package will certainly seal the deal.

Keywords

custom coachbuilders   executive vans   Limoforsale.com   luxury vans   McSweeney Designs   Mercedes-Benz   new vehicles   online vehicle sales   Sprinter   vehicle sales   

 

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2017 BMW 5 Series Lighter, Quicker, And Loaded With Tech

<p><a href="http://ift.tt/2ef5pkL">Photo via BMW</a></p>Just as the Mercedes-Benz S-Class eventually spawned a smaller, similar-looking E-Class, so goes BMW. The 2017 5 Series is all new, with a look pulled straight from the design books of the 7 Series that arrived in the previous model year. But the 5 Series contains some tricks not even the 7 Series packs.

The look is a mix of current 5 Series and new 7 Series, with an emphasis on horizontal lines to make it seem wider and more accommodating. The door cards feature expanded storage spaces, which are now big enough to accommodate bottles. Rear legroom is up 1.2 inches, sport seats are standard and an expanded trunk.

Road Show article here

Keywords

BMW   BMW 5 series   new sedans   new vehicles   premium luxury sedans   Vehicle Reviews   

 

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Genesis G90 Attracts New Luxury Sedan Buyers

<p><a href="http://ift.tt/2dzYWSh">Photo via Genesis</a></p>This is America, land of opportunity, where anyone can grow up and become president and where products and services not heard of earlier can become overnight hits.

And so it is with a relative newcomer to the luxury sedan market, the Hyundai Genesis. While it’s been around for awhile, the Genesis totally was redesigned for 2015, becoming a serious contender with BMW, Mercedes, Lexus and Audi sedans.

Northwest Herald article here

Keywords

Genesis G90   Hyundai   Hyundai Genesis   new sedans   new vehicles   premium luxury sedans   Vehicle Reviews   

 

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Tesla Model S Deliveries Beat Out Competition In U.S. Sales

<p><a href="http://ift.tt/2eCvJb9">Photo via Wikimedia Commons (jurvetson)</a></p>A minnow it might be, compared to the Daimler and BMW AG groups, but Tesla has managed to beat both in the third quarter of the year – at least in the US.

According to Digital Trends, Tesla pointed out the number could indeed be higher. “Our Q3 delivery count should be viewed as slightly conservative, as we only count a car as delivered if it is transferred to the customer and all paperwork is correct,” they said in a statement.

Car Scoops article here

Keywords

BMW   BMW 7 series   Mercedes-Benz   Mercedes-Benz S-Class   premium luxury sedans   sedans   Tesla   Tesla Model S   vehicle sales   

 

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When “The Cloud” Bursts And You Lose Data Control

Just about every operator has once experienced a data crash, leaving business dead in the water. Waiting for service to reconnect while you lose rides and communication can cause grief and anxiety.

Few panic-stricken operators would understand or find comfort in such terms as “service interruptions,” “connectivity issues,” and “global caches” during an outage. So what exactly is “the cloud” behind all this, and if your data and program reside in it, do you have any control?

Hosted, Cloud, Remote and In-House Servers

There are four types of computer application delivery methods available to operators in the scheduled transportation industry, says FASTTRAK Technologies CEO, Eddie McCoy, CPA.<p>FASTTRAK Cloud&rsquo;s Eddie McCoy</p>

  • Hosted Services: Typically, a local stand-alone data center that stores the reservations data on an internal server and provides access to its reservation software program through the Internet. In general, the information is stored in a single location but may have redundant or backup servers updating constantly in the same facility. Examples of hosted services include Corporate Car Online and Limo Anywhere.
  • Cloud Platform Services: Generally more globally located with servers worldwide and operated by such companies as Microsoft Cloud, Amazon and Backspace. There is less chance of a system wide outage because of the multiple server locations. Microsoft Cloud, for example, uses two additional replicas of data on a second and third server to reduce or eliminate outages due to server failures. If a server was to fail and go offline, the next server in line would still function. This is the platform FASTTRAK Cloud Livery Systems uses.
  • Remote Desktop: This is when you link your computer through the Internet to a software reservations system on its own in-house server or a provider such as Livery Coach Software using Windows remote desktop to connect. In another comparison, many operators use offsite dispatchers who connect to the operator’s office-based server using Teamviewer, Logmein, or other remote desktop software. This isn’t really true cloud computing, but some people refer to it as that.
  • In-House Server: A single computer or client/server network configuration. A dedicated server in a closet, under your desk or somewhere in your office where your software program and data reside and workstations on each desk get their information from the local in-house server. McCoy estimates most operators still use this type of system.
Cloud-Based Benefits
  • Run business from wherever you are
  • Staff can work remotely
  • Send drivers assignments and signs electronically
  • Use phones or tablets to perform work (reservations, tickets, signs, closing etc.)
  • Growth from one job per day to 1,000 jobs per day
  • Able to grow as you do without buying larger, faster servers to keep up
  • No need to hire an outside IT company or computer techs to help you
  • No personal computer is needed

Paula DeBiasi, president of Chicago Coachworks, says choosing the best system for an individual operator requires the right technical guidance.  The decision should be based on your primary goals, McCoy adds. Cloud-based solutions provide some features that meet the needs and demands of field-based operations instead of working from an office and support mobility. 

Which Should I Use?

“People may not fully understand the implications of choosing a cloud over a server-based solution, and that the proper equipment and Internet speed are key factors in how effective their application access will be,” DeBiasi says. “Regardless of which option, contingency and disaster/recovery plans are a must. There is no such thing as 100% availability of any system, regardless of platform or architecture.”

Vulnerabilities: In-House vs. Cloud

In-house and cloud-based systems are always vulnerable to many circumstances from “Acts of God” to electrical power grid failures, downed phone lines and hackers, to name a few potential disruptors. Obviously, the loss of access to your data is a major problem, so let’s examine some of the vulnerabilities of each type:

<p>Tim Weigman of Boulevard Limousine&nbsp;</p>In-house: While many think data stored online is more likely to be stolen or hacked, data stored in a cloud environment is much less susceptible to hacking and outsider intrusion or theft than data stored in-house. The reason is most operators are good at running ground transportation companies but lack the skills to protect

and secure their networks. They have limited knowledge

of firewalls and other technology that prevent hacking. A virus

infected email opened out of curiosity can easily take down your entire network, McCoy says. That breach can cause your data to leak into the wrong hands and cripple your operation. Power failures leave you helpless because your server is down. The only solution is a large battery back-up system or generator.

Cloud-Based Systems: Weak spots in cloud computing are less likely to occur because the success and growth of the hosting business are based on the quality of controls and standards managed by skilled and experienced technicians who safeguard the infrastructure. Of course, access to the Internet is required, so if you are in a dead zone with your cell phone, your router crashes or for any other reason you can’t connect to the Internet, you wouldn’t be able to function. If using a pay-for-data phone plan, you could incur additional charges from your phone carrier. Slow Internet speeds can plague operations. 

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In-House Server Benefits
  • One time server purchase
  • Inexpensive to operate
  • Use your own software, prepackaged software, or custom software
  • Control (and responsibility) of your own reservations data
  • Add workstations as needed

How The Cloud Can Fail

As mentioned, data is susceptible to all types of external causes. Weather conditions in the area can affect operations along with rare occurrences of a damaged telephone trunk line feeding the building. Just as limo operators can have engine failures, any data center can experience failure in their equipment as well. However, some perceived failures occurring with an individual user may be caused by equipment at the end user location rather than the cloud provider, says Tim Wiegman of Boulevard Limousine in Kansas City, Mo.

In a hypothetical situation explained by Weigman, a cloud-based software provider could offer its users an update which demands a higher allocation of memory than the operator’s computer is capable of loading quickly.

“This would largely be attributed to an operator purchasing a low-end computer with three or four GB of RAM, and it would appear to make software such as Limo Anywhere or FASTTRAK Cloud run slow when in fact it is the operator’s computer running slow and has nothing to do with the cloud provider,” Weigman says.

<p>Jason Sharenow of Broadway Elite Chauffeured Service Worldwide&nbsp;</p>In-House Data Management     

Obviously, some operators will never trust anyone with their data or simply want to manage and maintain their own systems. That’s fine as long as you are technically savvy or have a good IT person, whether internal or contracted. Jason Sharenow, COO of Broadway Elite Chauffeured Service Worldwide in East Hanover, N.J., maintains dual servers in two locations updated every three hours. This came from a lesson learned as a result of hurricanes. Trent Maas, IT manager for Limousine Scene in Bakersfield, Calif., uses an external “mirror drive” attached to the server which could easily be plugged into another computer in an emergency. However, if the building were to burn to the ground, all the data on the physical drives would be lost. As a back-up to the back-up, the server is updated five times a day to a cloud storage site for an added layer of protection, Maas says. In-house servers must be protected from unauthorized access from outside sources, which requires technical knowledge.

<p>Operator NJ Diaz Schneider</p>Old School

Many operators still use paper to take reservations because their low volume allows them to or they simply distrust computers. NJ Diaz Schneider, a Calgary, Alberta operator who owns Dream Exotic Luxury Car, prefers to do it the old fashioned way with pen and paper.

Dianna Zanglin, owner of Cleveland Taxi Limo, also handles runs by paper, but then enters the information into a cloud-based system after the call. If her system fails, she always has a paper copy on hand. Operators who do this will never experience the anxiety of a computer crash, whether from outside or within.

— Jim@LCTmag.com

Keywords

cloud computing   online reservations   reservations   reservations access   reservations management   websites   

 

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Cadillac CT6 Is One Stylin’ Sedan

<p><a href="http://ift.tt/2ef8Urx">Photo via Cadillac</a></p>Up close and personal, the Cadillac CT6 looks sensational. Though it clearly derives its design cues from the company’s current themes, as expressed on the smaller ATS and CTS sedans, when stretched atop the CT6 model’s larger dimensions they take on a stateliness other Cadillacs lack. Despite familiar looks, this is a distinctive automobile that turns heads anywhere it goes.

Yahoo News article here

Keywords

Cadillac   Cadillac CT6   new sedans   new vehicles   premium luxury sedans   vehicle design   Vehicle Reviews   

 

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What Would Driverless Cars Do To The Limo Business?

<p>(LCT file image)</p>The topic of driverless cars tends to draw two opposite reactions: “Never going to happen,” or “it’s a long way off,” versus “no more limo operators in 10 years.”

No one has a fully accurate prediction. Politics, regulations, and public input remain wild cards. What’s certain is the technology is moving faster than expected, while widespread application could take more time than planned.

The technology itself could yield new consequences, good and bad. And no form of transportation has completely disappeared because of a more advanced option. Even for-profit horse and carriage services still charm and ferry tourists in historic districts.

Long-Term Realities
When Virginia operator Dan Goff considers driverless cars, he’s being strictly practical: “As much as it pains my wallet to say this, or believe this, I think the changes in vehicles, autonomous technology and fossil fuel free technology will render the local for-hire transportation operator obsolete,” says Goff, general manager and co-owner of A. Goff Transportation in Charlottesville, Va. “As a human being I love it, as a livery provider I’m concerned about it, and as a company owner I’m planning for it.”

Indeed, a complete driverless network could supplant all forms of private and public transportation, including rental cars, taxicabs, limos, and private vehicles. Goff points out the networked technology would require fewer vehicles used more often, freeing up space now taken up by buildings, garages, parking decks, parking lots, auto maintenance facilities, and extra traffic lanes.

“If you drew a line back to horse-pulled wagons, you always had someone holding the reins or the wheel,” Goff says. “That will end as we change from human to computer directed activity. Local operators have no place in the future. We cannot finance large fleets of 10,000 autonomous cars constantly driving in circles.”

In a driverless network, mobile technology would prove more reliable than humans. It doesn’t get mad in traffic and flip the bird. “This is beneficial for the human race, massively terrible for our industry,” Goff says. “I remember people telling me five years ago, it would happen 40 years from now. Earlier this year, it would be 15 years before passengers get into driverless vehicles. Instead, it’s next month. These things happen much faster.”

<p>Even futurist Zack Kanter, the first ever tech expert to speak about driverless vehicles to a limousine industry audience, has revised his driverless timeline to earlier dates. (LCT photo)</p>When keynote speaker Zack Kanter appeared at the LCT Leadership Summit in May 2015, he listed 2025 as the anticipated date for the first driverless vehicles. Now, it’s closer to 2020, as a Level 4 system vehicle (see sidebar) will be ready by 2019-2021 timeframe, says Kanter, the first ever speaker on driverless vehicles to appear at a limousine industry event. By 2023-2024, a large percentage of auto trips in major cities such as New York and Los Angeles could already be driverless, he adds.

“A lot of what’s happening is going according to that plan,” says Kanter, founder and CEO of Proforged.com and a technology futurist. He cites automakers planning vehicles without steering wheels or brakes within five years. “Who will those be sold to and in what volume, and where will they get deployed? The people most willing to run those vehicles will be operators instead of individuals. The cost savings of having autonomous vehicles will be greater for someone who pays people to drive instead of someone who drives themselves.”

Semi- and autonomous vehicles will involve fewer accidents, cost less to own and repair, and require less insurance liability, he says. Like Goff, Kanter predicts a now fragmented market gradually consolidating, with fewer small chauffeured operations and a small number of large-scale operations. Those clients preferring driverless luxury service will likely go with an on-demand name-brand operator, he says.

“The economies of scale for operating fleets will be advantageous to larger companies, deploying resources from one coast to one coast,” Kanter says. “Rental car companies shuffle around fleets to meet demands. I think the market for transportation will go up, but ownership go down. It’s hard to predict how the technology plays out, but maybe there will be new chauffeured needs no one can see today.”

Operators of luxury autonomous vehicle networks stand to save on overhead costs, such as labor, down time, maintenance, and vehicle purchases, Kanter says. “You are limited by the number of vehicles you have deployed as opposed to number of drivers.”

Goff predicts ever-present, ever-ready vehicles, a “stream of bubbles on the road,” ready to respond to an app tap or just sense someone walking out of a building needing a ride. Wait times will be 30 seconds or less. “Quite possibly, some people will choose lux models, and some may prefer private ownership. But that will be a sliver of the population. The cars of tomorrow will be the sidewalks of today.”

<p>Michigan limousine executive Nick Kokas observes how tech offerings have changed faster in the last two to three years than in the previous 15 years. (LCT photo)</p>Role Of OEMs
With major OEM automakers entering the driverless R&D sector, they likely will move even more into the fleet side of the business, says Nick Kokas, vice president of global operations for Brentwood’s Distinguished Executive Transportation in Macomb, Mich.

“From a labor cost perspective, initially not much will change,” Kokas says. “There will still be a need for a person in the car other than the passenger. However, instead of a driving role, it will be more of a mobility assistant role. Now this is where the conversation gets controversial. Eventually, we will become fleet management facilities contracted out to manage and maintain fleets of fully autonomous vehicles.
And I’m not talking about contracting with Uber. It will be contracts to manage the fleets of the manufacturers like Ford, GM, BMW and Mercedes to just name a few.” 

Kokas foresees the OEMs as the eventual competitors to chauffeured transportation, not Uber. “In fact during Ford’s announcement of releasing their first car without a steering wheel or pedals in five years, Mark Fields, CEO of Ford, said you can see the name of Ford Motor Company evolving to Ford Mobility Company,” he says. “This was a significant statement which validated their intent of moving into our sector which is mobility logistics. It will become a world of subscription based mobility. Today, I’m going to work so I open the Ford app and a Ford shows up to take me to work. But at night I want to go to a fancy dinner so I open the Mercedes app and a Mercedes shows up to whisk us away in high-end luxury.” 

[PAGEBREAK]

<p>Virginia operator Dan Goff tells his younger new hires they will not be working in conventional chauffeured businesses 30 years from now, and to plan to do something else. Those over the age of 45 can still plan on making a good living for the rest of their careers, he says. (LCT photo)</p>Short-Term Strategies
The real question before operators is what do you do between now and then, which could be 10 years or longer, Goff says. “We are in a ‘horse-and-buggy’ business at a time the car is being invented. Those [driverless] cars will be rolling 24 hours. If that’s the end, what happens next? And for how long? That’s the real question.”

For A. Goff Transportation, the near-term future means a strategy of boosting its high touch personal service. “Where I see a lot of effort today is focused on trying to crush prices down to get value proposition up to compete with Uber and Lyft, which are companies not making money nor ever will. They are investment companies. I’m in a profit making business. Reducing price to get close but never close enough is a strategy that will not serve me well in the time remaining.”

Among the changes Goff has made is requiring chauffeurs to get to pick-up destinations one hour ahead. “The customer willing to compensate us for transportation is one not standing on a corner looking at a phone wondering where we are,” Goff says. “They will never have to wonder. They have no concerns about us being prepared with a chauffeur, cold water and a newspaper for them. Our business will last some period of time. We will not sit in an ever smaller hole for the rapid pick-up business. We’re in the high-touch business.”

For limo operators, service must exceed price as the determining factor in finding customers, Goff says. “The old school wants someone to know them, take care of them, know where they are going. They are not confident in driverless cars. That model has the longest legs. Many of the 8,000 plus limo companies will disappear in the next six to 10 years. The ones to disappear are the ones who use price as prime value they deliver.”

And he adds one caveat: Driven buses have a longer shelf life. The issues of controlling the bus grid and providing access will keep it fragmented and thereby preserve group transportation as we know it. Even if buses become technologically autonomous, they will still need “conductors,” and fleet managers. “In 10 years, we won’t be giving many individual rides, but we will be giving group rides in some way.”

Kanter sees opportunities in non-urban cores. Operators who want to stay in the limousine business should invest in operations and companies in suburbs, outer exurbs, and/or semi-rural regions and cities.
“If I owned a limo company today, there are two things I would consider: Selling the business, or two, I would be focusing on more rural and suburban market areas,” Kanter says. “The driverless cars will be operated by big fleets like Google, GM, or Uber, or someone we have not heard of, and they will go to high density areas first.”

Customers in areas 20 miles out from urban areas would still need chauffeured services, Kanter said. In the Washington, D.C. region for example, that would mean serving Prince George, Manassas or Warrenton, with continued runs to Dulles International, instead of serving Alexandria, Arlington or Bethesda, with runs to Reagan National.

What About Uber?
Kanter cautions Uber may not ultimately win the battle, despite its hot short term growth and high valuations. Operators should exercise good business judgement on whether to partner with Uber.

“By refusing to participate in something like Uber, I don’t think it makes an impact on Uber’s business, but maybe on the operator’s business,” Kanter says. “I see no reason if you have vehicles and drivers with excess capacity, and you can drive for Uber with a positive contribution margin, I don’t see a reason not to participate in it in the short term. Why not take a portion of profits now? You’re not going to stop the company altogether. Momentum is too strong at this point.”

Kanter compares transportation network companies (TNCs) to Amazon.com. “You can protest and not participate, but the sale will go to someone else. It’s not giving up, but making a market decision and setting aside feelings and taking part of the profit. I understand some businesspeople will want to make more of a principle than a profit decision. But from a strictly profit and business strategy standpoint, the right decision is to take percentage of profits while they’re there to take.”

Kokas, whose company is one of Uber’s top chauffeured partners in Michigan, says Brentwood’s reservation business has increased in the two to three years since on-demand transportation emerged. “On-demand became a marketing angle to customers who didn’t know we existed. They want a consistent level of service and book the old fashioned way even if it is more of a hassle.”

He advises that if operators lack the resources or infrastructure for a white label on-demand app, then they are better off partnering with a chauffeured app company or TNC. “These are all great avenues to increase the usage ratio of vehicles in place.

“Less than 5% of our business is on-demand. Those customers are looking for more consistent levels of service. Among those who find us through the app via Uber, on-demand customers became pre-reserved customers.”

Whether operators plan to stay in for the long haul or get out within 10 years, they need to bone up on the latest technology, constantly, Kanter recommends. Just like everyone upgrades their smartphones and mobile devices frequently, the same goes for software, apps, GPS, affiliate networks, and all the tech components of a limousine operation.

“Where that happens in your business is making small investments in new technology,” Kanter says. “Software that was $10,000 or $100,000 is now something you can get for $25 or $100 per month with no sign up fees or long-term contracts.” Technology to optimize drivers schedules, plan health care, or streamline payroll is worth trying, he says. “See how it works and keep an open mind on how technology can benefit your business.”

[PAGEBREAK]

The Five Levels Of Driver Autonomy

The National Highway Transportation Safety Administration defines vehicle automation as having five levels:

No-Automation (Level 0): The driver is in complete and sole control of the primary vehicle controls – brake, steering, throttle, and motive power – at all times.

Function-Specific Automation (Level 1): Automation at this level involves one or more specific control functions. Examples include electronic stability control or pre-charged brakes, where the vehicle automatically assists with braking to enable the driver to regain control of the vehicle or stop faster than possible by acting alone.

Combined Function Automation (Level 2): This level involves automation of at least two primary control functions designed to work in unison to relieve the driver of control of those functions. An example of combined functions enabling a Level 2 system is adaptive cruise control combined with lane centering.

Limited Self-Driving Automation (Level 3): Vehicles enable the driver to cede full control of all safety-critical functions under certain traffic or environmental conditions, and to rely heavily on the vehicle to monitor for changes in those conditions requiring transition back to driver control. The driver is expected to be available for occasional control, but with enough transition time. The Google car is an example of limited self-driving automation.

Full Self-Driving Automation (Level 4): The vehicle is designed to perform all safety-critical driving functions and monitor roadway conditions for an entire trip. Such a design anticipates the driver will provide destination or navigation input, but is not expected to be available for control at any time during the trip. This includes both occupied and unoccupied vehicles.
Source: NHTSA press release

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