Kapazitätsverlust durch konservative Einsatzplanung und Stillstandzeiten

Definition

To avoid fatigue non‑compliance under HVNL and to meet safety expectations for dangerous goods logistics, many operators deliberately under‑schedule drivers where there is no accurate, up‑to‑date view of each driver’s accumulated work time and rest status.[6] Especially in wholesale petroleum, where missed delivery windows risk service station stockouts and contractual service failures, managers often avoid running drivers close to legal limits when using manual systems. This creates an embedded capacity buffer: trucks stand idle or complete fewer runs per shift than allowed, while excess demand is covered using external carriers or penalty‑rate overtime. Industry logistics analyses frequently show that fleets operating with manual planning leave 5–15% of legal driving capacity unused. Assuming a medium petroleum wholesaler could generate an additional AUD 3–5 million in annual revenue if it fully utilised its fleet, a 5–15% capacity loss equates to approximately AUD 150,000–750,000 per year in lost gross margin (assuming 10–15% contribution margin on these incremental loads).

Why This Matters

The Pitch: Australian petroleum distributors lose 5–15% of potential delivery capacity – worth AUD 150,000–500,000+ in margin – because they cannot safely maximise driver hours within legal limits. Automating real‑time hours-of-service monitoring and capacity planning unlocks this latent capacity.

Affected Stakeholders

Head of Logistics, Sales and Operations Planning (S&OP) Manager, Fleet Manager, Commercial/Contracts Manager

Related Business Risks