2.99 See Answer

Question: It had been ten years since Dan

It had been ten years since Dan Audial founded Audial Auto Servicing as an independent vehicle-servicing and repair business. Previously he had been the manager of the servicing department of a ‘premium’ car dealership, the experience of which had convinced him that there was demand in the area for servicing one of the ‘rival’ makes of car. ‘We were continually getting requests from owners to service or repair their vehicles, partly because we had a good reputation, but mainly because there were no local dealerships that could do that kind of work. Owners had to use small independents or travel a long distance to get to the nearest dealership. I persuaded the auto company that I could provide appropriate service for their vehicles without taking significant business away from their other franchised service centers. It was a gamble, but they backed me.’ That was ten years ago, and Dan’s gamble had paid off. Audial Auto Servicing had grown to the point where he had invested in a modern service center close to his first location. The outline plans for the new center are shownin Figure 10.13. It had five servicing bays, a parts store, a car wash and a customer waiting area. ‘Although the new building is the same nominal capacity as the old one, it gives us more room for the technicians to move about, and the customer waiting area is a distinct improvement in the service that we can offer customers. There is also room next to this building that we could use for expansion, although I would prefer to wait a couple of years before committing to this investment. Before then, I think that we could do more business with our existing capacity.’ (Dan Audial)Dan’s conviction that the operation could do more business with its current capacity was based on performance figures covering the first two months in the new building, showing that the servicing bays were, on average, only 83 per cent utilized. This was a figure that Dan believed could be improved, as did Diya Chopra, his office manager. However, Diya thought that the room for improvement would be limited: ‘No week is ever perfectly predictable. There are just too many uncertainties. Even
It had been ten years since Dan Audial founded Audial Auto Servicing as an independent vehicle-servicing and repair business. Previously he had been the manager of the servicing department of a ‘premium’ car dealership, the experience of which had convinced him that there was demand in the area for servicing one of the ‘rival’ makes of car. ‘We were continually getting requests from owners to service or repair their vehicles, partly because we had a good reputation, but mainly because there were no local dealerships that could do that kind of work. Owners had to use small independents or travel a long distance to get to the nearest dealership. I persuaded the auto company that I could provide appropriate service for their vehicles without taking significant business away from their other franchised service centers. It was a gamble, but they backed me.’
That was ten years ago, and Dan’s gamble had paid off. Audial Auto Servicing had grown to the point where he had invested in a modern service center close to his first location. The outline plans for the new center are shownin Figure 10.13. It had five servicing bays, a parts store, a car wash and a customer waiting area. ‘Although the new building is the same nominal capacity as the old one, it gives us more room for the technicians to move about, and the customer waiting area is a distinct improvement in the service that we can offer customers. There is also room next to this building that we could use for expansion, although I would prefer to wait a couple of years before committing to this investment. Before then, I think that we could do more business with our existing capacity.’ 
(Dan Audial)Dan’s conviction that the operation could do more business with its current capacity was based on performance figures covering the first two months in the new building, showing that the servicing bays were, on average, only 83 per cent utilized. This was a figure that Dan believed could be improved, as did Diya Chopra, his office manager. However, Diya thought that the room for improvement would be limited: ‘No week is ever perfectly predictable. There are just too many uncertainties. Even
a minor service (usually every 6,000 miles or 10,000 km) can throw up problems that can take two or three times the time that we have allowed. Major services (usually every 12,000 miles or 18,000 km) are even less predictable. With these “standard” services, customers often want us to keep the vehicle until it’s repaired rather than make another booking. But the most unpredictable are what we call the “short-term” repairs where a customer wants their vehicle“up and running” as soon as possible. We call these jobs short term not because they take little time, but because they are usually booked in at short notice. We have to give good service to our (minor and major) servicing customers, but there is some edibility in planning these Lobs. #t 
the other extreme, short-term emergency repair work for customers has to be fitted into our schedule as Sickly as possible. If someone is desperate to have their car repaired at very short notice, we sometimes ask them to drop their car in as early as they can and pick it up as late as possible. This gives us the maximum amount of time to fit it into the schedule. There are a number of service options open to customers. We can book in short Lobs for a fixed time and  do it while they wait. Most commonly, we ask the customer to leave the car with us and collect it later.’

The technicians
The company employed five technicians, two trainee technicians, three part-time valeting assistants (who cleaned customers’ cars), two part-time receptionists, Diya and two office assistants who reported to her. Each technician worked in their own service bay, with the trainees assisting them as required. Two of the technicians had worked for Dan since the company was founded. They were the most experienced and tended to be allocated a mixture of major servicing jobs and ‘short-term’ repairs that might require more advanced diagnostic work. One of the other technicians was only recently qualified and was usually allocated the more routine jobs, such as minor servicing and MOT checks (the UK Government requires vehicles over a certain age to be tested every year, these are known as ‘Ministry of Transport’ or MOT tests). The remaining two technicians were allocated a mixture of work. ‘We are going to have to reconsider how we allocate jobs in the near future. The more experienced technicians will always do more of the repair and major servicing than the junior technicians, but we can’t keep on giving them all the interesting work. The junior people will get frustrated if they only do routine work. Also, we have tended to keep the senior technicians lightly loaded so that they can be free for the unpredictable short-term repairs. This means that, if demand is lighter than usual, they are less heavily loaded than the others, However, they are quite good at helping the others out, if this happens.’ (Diya Chopra)Scheduling the service bays Most days, the service center had to deal with 15–30 jobs, taking from half-an-hour up to a whole day, or very occasionally even longer. Most jobs had a time allowance.
A minor service was usually allowed one-and-a-half hours, a major service around twice as long, and MOT tests would take half an hour. Short-term repairs could take anything between half an hour and all day. Diya would make an estimate of how long the job would take, often in consultation with one of the senior technicians, but some jobs would be difficult to estimate. ‘Some jobs are easier than others to estimate. One of the guys will say something like, “Sounds  like a cam belt, should take a couple of hours”. At other times they will say, “Goodness knows, (or words to that effect), sorry, don’t know how long it will take”. That is why I have to leave time free in the week’s schedule.’Figure 10.14 shows a typical schedule for the service center at the beginning of the week, before many ‘short-term’ jobs have been allocated. At this stage, the schedule is purely nominal. For example, this particular week, only one ‘short-term’ job had been programmed into the schedule by early Monday morning, but within a couple of hours the  unused space on the schedule would fill up. Often within an hour of starting work on a Monday morning, the schedule would have changed. Early in the week, this was usually because a standard service had taken longer than expected because a problem had been found. As Diya explained: 
‘Every day we have to cope with the unexpected. A technician may find that extra work is needed, customers may want extra work doing, and technicians are sometimes ill, which reduces our capacity. Occasionally parts may not be available so we have to arrange with the customerfor the vehicle to be rebooked for a later time. Every week, up to ten or twelve customers just don’t turn up. We automatically text them the day before, but even so they still forget to bring their car in so we have to rebook them in at a later time. We can cope with most of these uncertainties because our technicians can be exile and most are also willing to work overtime when needed. The important thing is to manage customers’ expectations. If there is a chance that the vehicle may not be ready for them, it shouldn’t come as a surprise when they try to collect it.’
Even with some edibility from the technicians, as the week progressed short-term repairs were increasingly likely to disrupt the schedule. The actual schedules were recorded on a computer-based scheduling system that the center had been using for several years. Diya found the system useful, but limited. ‘We enter all jobs into the scheduling system. On screen it shows the total capacity we have day-by-day, all the jobs that are booked in, the amount of free capacity still available, and so on. We use this to see when we have the capacity to book a customer in, and then enter all the customer’s details. The car maker has issued “standard times” for all the major jobs. However, you have to modify these standard times a bit to take account of circumstances. 
That is where the senior technicians’ experience comes in. Of course, the system does not really make any decisions as to which jobs have priority, nor can it automatically reschedule when things change. We make all the decisions. It’s really a convenient system for keeping track of what’s happening. It also works out overtime payments, issues invoices and calculates workshop utilization figures.’
/
The car wash and valeting
An unexpected bottleneck in the workshop was the valeting (including the car wash) facility. Diya explained: ‘We don’t valet all vehicles. 0ormally we process around 50s0 vehicles a day; valeting each of them takes between 5 and 15 minutes. There should be plenty of capacity, but very often vehicles are waiting for up to an hour before they can be cleaned. This means that customers can be waiting for longer than they expect, and longer than we have promised them. Dan firmly believes that we should never return a car (with the exception of minor repairs and MOT checks) that has not been fully valeted, but I know that, under pressure, the vale ting staff sometimes rushes the cleaning. I don’t think customers mind too much.’
Spare parts stock could be an important factor in keeping to schedule. Diya thought that their spare parts stock control was pretty good, but could be better: ‘We keep all the most commonly used parts in stock, but if a repair needs a part which is not in stock, we can usually get it from our parts distributors within a day. Every evening, our planning system prints out the jobs that we should be doing the next day and the parts that are likely to be needed for each job. This allows the parts staff to pick out the parts for each jobso that the technicians can receive them first thing the next morning without any delay. The problem is that because we normally get a part within a day, we can become complacent. If a part is not available for any reason it can delay a repair, which disrupts our schedule and can upset the customer. Maybe we should keep some “emergency stocks” of parts that we have had problems getting quickly, even if  they are not often needed. It would tie up cash, but would help to protect the schedule.’

Direct customer reservations
Dan and Diya had been investigating the costs and benefits of investing in a new computer-based scheduling system. There were several systems on the market, specifically designed for scheduling automobile workshops. Many of them were intended for larger workshops than Udall’s, but some incorporated a new interface that would allow customers to book their vehicle into the workshop in a specific time slot. Dan was intrigued by the possibility of being able to do this, but was also hesitant. ‘It would mean a very different way of working. I’m not sure whether it would be worth doing, especially in the way it would impact on customer service. For example, at the moment Diya can judge the degree of urgency of each job and talk to the customer, managing their expectations where appropriate.She is particularly good at making decisions that reconcile the needs of the customers and our resources in some way. For Diya, this involves attempting to maximize the utilization of her workshop resources while keeping customers satisfied.’

Questions
1. The schedule in Figure 10.14 indicates that (a) the more predictable jobs tend to be loaded earlier in the day, and (b) Technicians are allocated different types of job. If these two assumptions are true, do they seem sensible!
2. Is Dan right to be concerned that the workshop’s utilization is only 83 per cent!
3. How should Diya make a decision about keeping ‘emergency stocks’ of parts for which delivery times are uncertain?
4. Why is the valeting facility such a bottleneck when there should be plenty of capacity!
5. What do you see as the advantages and disadvantages of allowing direct customer reservations!

a minor service (usually every 6,000 miles or 10,000 km) can throw up problems that can take two or three times the time that we have allowed. Major services (usually every 12,000 miles or 18,000 km) are even less predictable. With these “standard” services, customers often want us to keep the vehicle until it’s repaired rather than make another booking. But the most unpredictable are what we call the “short-term” repairs where a customer wants their vehicle“up and running” as soon as possible. We call these jobs short term not because they take little time, but because they are usually booked in at short notice. We have to give good service to our (minor and major) servicing customers, but there is some edibility in planning these Lobs. #t the other extreme, short-term emergency repair work for customers has to be fitted into our schedule as Sickly as possible. If someone is desperate to have their car repaired at very short notice, we sometimes ask them to drop their car in as early as they can and pick it up as late as possible. This gives us the maximum amount of time to fit it into the schedule. There are a number of service options open to customers. We can book in short Lobs for a fixed time and do it while they wait. Most commonly, we ask the customer to leave the car with us and collect it later.’ The technicians The company employed five technicians, two trainee technicians, three part-time valeting assistants (who cleaned customers’ cars), two part-time receptionists, Diya and two office assistants who reported to her. Each technician worked in their own service bay, with the trainees assisting them as required. Two of the technicians had worked for Dan since the company was founded. They were the most experienced and tended to be allocated a mixture of major servicing jobs and ‘short-term’ repairs that might require more advanced diagnostic work. One of the other technicians was only recently qualified and was usually allocated the more routine jobs, such as minor servicing and MOT checks (the UK Government requires vehicles over a certain age to be tested every year, these are known as ‘Ministry of Transport’ or MOT tests). The remaining two technicians were allocated a mixture of work. ‘We are going to have to reconsider how we allocate jobs in the near future. The more experienced technicians will always do more of the repair and major servicing than the junior technicians, but we can’t keep on giving them all the interesting work. The junior people will get frustrated if they only do routine work. Also, we have tended to keep the senior technicians lightly loaded so that they can be free for the unpredictable short-term repairs. This means that, if demand is lighter than usual, they are less heavily loaded than the others, However, they are quite good at helping the others out, if this happens.’ (Diya Chopra)Scheduling the service bays Most days, the service center had to deal with 15–30 jobs, taking from half-an-hour up to a whole day, or very occasionally even longer. Most jobs had a time allowance. A minor service was usually allowed one-and-a-half hours, a major service around twice as long, and MOT tests would take half an hour. Short-term repairs could take anything between half an hour and all day. Diya would make an estimate of how long the job would take, often in consultation with one of the senior technicians, but some jobs would be difficult to estimate. ‘Some jobs are easier than others to estimate. One of the guys will say something like, “Sounds like a cam belt, should take a couple of hours”. At other times they will say, “Goodness knows, (or words to that effect), sorry, don’t know how long it will take”. That is why I have to leave time free in the week’s schedule.’Figure 10.14 shows a typical schedule for the service center at the beginning of the week, before many ‘short-term’ jobs have been allocated. At this stage, the schedule is purely nominal. For example, this particular week, only one ‘short-term’ job had been programmed into the schedule by early Monday morning, but within a couple of hours the unused space on the schedule would fill up. Often within an hour of starting work on a Monday morning, the schedule would have changed. Early in the week, this was usually because a standard service had taken longer than expected because a problem had been found. As Diya explained: ‘Every day we have to cope with the unexpected. A technician may find that extra work is needed, customers may want extra work doing, and technicians are sometimes ill, which reduces our capacity. Occasionally parts may not be available so we have to arrange with the customerfor the vehicle to be rebooked for a later time. Every week, up to ten or twelve customers just don’t turn up. We automatically text them the day before, but even so they still forget to bring their car in so we have to rebook them in at a later time. We can cope with most of these uncertainties because our technicians can be exile and most are also willing to work overtime when needed. The important thing is to manage customers’ expectations. If there is a chance that the vehicle may not be ready for them, it shouldn’t come as a surprise when they try to collect it.’ Even with some edibility from the technicians, as the week progressed short-term repairs were increasingly likely to disrupt the schedule. The actual schedules were recorded on a computer-based scheduling system that the center had been using for several years. Diya found the system useful, but limited. ‘We enter all jobs into the scheduling system. On screen it shows the total capacity we have day-by-day, all the jobs that are booked in, the amount of free capacity still available, and so on. We use this to see when we have the capacity to book a customer in, and then enter all the customer’s details. The car maker has issued “standard times” for all the major jobs. However, you have to modify these standard times a bit to take account of circumstances. That is where the senior technicians’ experience comes in. Of course, the system does not really make any decisions as to which jobs have priority, nor can it automatically reschedule when things change. We make all the decisions. It’s really a convenient system for keeping track of what’s happening. It also works out overtime payments, issues invoices and calculates workshop utilization figures.’ / The car wash and valeting An unexpected bottleneck in the workshop was the valeting (including the car wash) facility. Diya explained: ‘We don’t valet all vehicles. 0ormally we process around 50s0 vehicles a day; valeting each of them takes between 5 and 15 minutes. There should be plenty of capacity, but very often vehicles are waiting for up to an hour before they can be cleaned. This means that customers can be waiting for longer than they expect, and longer than we have promised them. Dan firmly believes that we should never return a car (with the exception of minor repairs and MOT checks) that has not been fully valeted, but I know that, under pressure, the vale ting staff sometimes rushes the cleaning. I don’t think customers mind too much.’ Spare parts stock could be an important factor in keeping to schedule. Diya thought that their spare parts stock control was pretty good, but could be better: ‘We keep all the most commonly used parts in stock, but if a repair needs a part which is not in stock, we can usually get it from our parts distributors within a day. Every evening, our planning system prints out the jobs that we should be doing the next day and the parts that are likely to be needed for each job. This allows the parts staff to pick out the parts for each jobso that the technicians can receive them first thing the next morning without any delay. The problem is that because we normally get a part within a day, we can become complacent. If a part is not available for any reason it can delay a repair, which disrupts our schedule and can upset the customer. Maybe we should keep some “emergency stocks” of parts that we have had problems getting quickly, even if they are not often needed. It would tie up cash, but would help to protect the schedule.’ Direct customer reservations Dan and Diya had been investigating the costs and benefits of investing in a new computer-based scheduling system. There were several systems on the market, specifically designed for scheduling automobile workshops. Many of them were intended for larger workshops than Udall’s, but some incorporated a new interface that would allow customers to book their vehicle into the workshop in a specific time slot. Dan was intrigued by the possibility of being able to do this, but was also hesitant. ‘It would mean a very different way of working. I’m not sure whether it would be worth doing, especially in the way it would impact on customer service. For example, at the moment Diya can judge the degree of urgency of each job and talk to the customer, managing their expectations where appropriate.She is particularly good at making decisions that reconcile the needs of the customers and our resources in some way. For Diya, this involves attempting to maximize the utilization of her workshop resources while keeping customers satisfied.’ Questions 1. The schedule in Figure 10.14 indicates that (a) the more predictable jobs tend to be loaded earlier in the day, and (b) Technicians are allocated different types of job. If these two assumptions are true, do they seem sensible! 2. Is Dan right to be concerned that the workshop’s utilization is only 83 per cent! 3. How should Diya make a decision about keeping ‘emergency stocks’ of parts for which delivery times are uncertain? 4. Why is the valeting facility such a bottleneck when there should be plenty of capacity! 5. What do you see as the advantages and disadvantages of allowing direct customer reservations!


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> Re-read the ‘Operations in practice’ example, ‘The life and times of a chicken salad sandwich Part 2’. Why do you think that integrating an ERP system with those of suppliers and customers is so difficult?

> Re-read the ‘Operations in practice’ example, ‘SAP and its partners’. If you were managing SAP’s strategic partner programme, how would you ensure their long-term collaboration?

> Rolls-Royce is one of the world’s largest manufacturers of gas turbines. They are exceptionally complex products, typically with around 25,000 parts, and hundreds of sub-assemblies, and their production is equally complex with over 600 external suppliers

> Re-read the ‘Operations in practice’ example on ‘An inventory of energy’. It mentions the potential of battery storage of energy, but stresses the cost of this method. What do you think would be the implications for energy distribution if batteries becom

> Xexon7 is a specialist artificial intelligence (AI) development firm that develops algorithms for various on-line services. As part of its client service it has a small (10-person) help-desk call centre to answer client queries. Clients could contact the

> Revisit the ‘Operations in practice’ example on the Blood and Transplant service at the beginning of the chapter. (a) What are the factors which constitute inventory holding costs, order costs, and stock-out costs in a National Blood Service? (b) What ma

> Our suppliers often offer better prices if we are willing to buy in larger quantities. This creates a pressure on us to hold higher levels of stock. Therefore, to find the best quantity to order we must compare the advantages of lower prices for purchase

> A fruit canning plant has a single line for three different fruit types. Demand for each type of tin is reasonably constant at 50,000 per month (a month has 160 production hours). The tinning process rate is 1,200 per hour, but it takes 2 hours to clean

> A local shop has a relatively stable demand for tins of sweetcorn throughout the year, with an annual total of 1400 tins. The cost of placing an order is estimated at £15 and the annual cost of holding inventory is estimated at 25 per cent of the product

> A supplier makes monthly shipments to ‘House & Garden Stores, in average lot sizes of 200 coffee tables. The average demand for these items is 50 tables per week, and the lead time from the supplier 3 weeks. ‘House & Garden Stores’ must pay for inventory

> Airline catering is a tough business. Meals must be of a quality that is appropriate for the class and type of flight, yet the Airlines who are their customers are always looking to keep costs as low as possible, menus must change frequently and respond

> Many companies devise a policy on ethical sourcing covering such things as workplace standards and business practices, Health and Safety conditions, human rights, legal systems, child labour, disciplinary practices, wages and benefits, etc. (a) What do y

> If you were the owner of a small local retail shop, what criteria would you use to select suppliers for the goods that you wish to stock in your shop? Visit two or three shops that are local to you and ask the owners how they select their suppliers. In w

> The example of the bull-whip effect shown in Table 12.2 shows how a simple 5 per cent reduction in demand at the end of supply chain causes fluctuations that increase in severity the further back an operations is placed in the chain. a) Using the same lo

> A chain of women’s apparel retailers had all their products made by Lopez Industries, a small but high-quality garment manufacturer. They worked on the basis of two seasons; Spring/Summer season and Autumn/Winter. ‘Sometimes we are left with surplus item

> The environmental services department of a city has two recycling services – newspaper collection (NC) and general recycling (GR). The NC service is a door-to-door collection service that, at a fixed time every week, collects old newspapers that househol

> Re-read the ‘Operations in practice’ example, ‘Extracts from Levi Strauss’ global sourcing policy’. (a) What do you think motivates a company like Levi Strauss to draw up a policy of this type? (b) What other issues would you include in such a supplier s

> A Pizza Company has a demand forecast for the next 12 months that is shown in the table below. The current workforce of 100 staff can produce 1,500 cases of pizzas per month. (a) Prepare a production plan that keeps the output level. How much warehouse s

> Seasonal demand is particularly important to the greetings card industry. Mother’s Day, Father’s Day Halloween, Valentine’s Day and other occasions have all been promoted as times to send (and buy) appropriately designed cards. Now, some card manufacture

> Revisit the example, ‘United breaks passengers’ operations. (a) How should the airline have handled the situation? (b) After the incident attracted so much negative publicity, United announced a new upper limit of $10,000 in compensation for passengers w

> In a typical 7-day period, the planning department of the pizza company programs its ‘Pizzamatic’ machine for 148 hours. It knows that changeovers and set-ups take 8 hours and breakdowns average 4 hours each week. Waiting for ingredients to be delivered

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