Truck assignment and trailer loading, solved together.

No. Arcis sits on top of the TMS you already run. It reads what is in there over the API and writes the finished plan back, so your TMS stays the system of record and your dispatchers keep working in the screens they know. Nothing has to be migrated, and nobody has to learn a second tool to do their job.

Three things: your orders, your vehicles, your drivers. If they sit in the TMS we read them over the API. If the real planning happens in a spreadsheet, and at a lot of fleets it still does, we can start from the spreadsheet. The plan goes back the same way it came in, tours into the TMS and load plans to the ramp.

For the shadow plan in week 1 you need none of that. One week of anonymized orders, in whatever format you already export, is enough to run it.

It is, and it is treated as such. The shadow plan is the easy case: the week of orders you send is anonymized before it leaves your building, so no personal data is involved at all. Live operation does touch driver names and shift times, which is why a data processing agreement under Art. 28 GDPR is signed before the first order flows through the integration, not after.

Your TMS also stays the system of record the whole time. Arcis reads what it needs to plan and writes plans back; it does not become a second home for your data. Bring your data protection officer to the intro call if you want to. We would rather answer these questions in week 0 than in week 4.

Six weeks. Week 0 is a call about your network, your fleet and the rules you plan by. In week 1 we run a shadow plan on your own data. Weeks 2–3 are the TMS connection. Weeks 4–5 are where your operating rules get written down properly, which is also the part that needs the most time from your dispatchers. From week 6 on, Arcis runs your morning planning.

The dates are agreed at the start, and if something is going to slip you hear it from us in that week, not in week 6.

Yes, and most days they will. Arcis hands over a finished plan, your team looks at it, changes what it wants to change and releases it. What gets released is what goes to the ramp.

Every assignment comes with the reason behind it, so when a dispatcher moves an order they can see what that decision was holding in place, and whether moving it breaks something three stops later. The work itself stays the same work. The difference is that the board is already solved when they sit down to it.

Every fleet says this, and every fleet is partly right. The customer who must always see the same driver. The ramp that unofficially stops accepting an hour before the posted time. The two trucks that never take the A8 because of a bridge. Rules like these are exactly what weeks 4 and 5 of the pilot are for: your dispatchers say them out loud, and we write them down next to capacity and driver hours, where every plan has to obey them.

The honest limit is precision. A rule you can state precisely, even a strange one, goes in the model. A rule that turns out to mean "it depends on Klaus's mood" cannot, and when we hit one of those we tell you in week 5, not after go-live. Most of them turn out to be precise once someone finally has a reason to write them down.

It has less to do with how many trucks you own than with how much you plan in one go. The saving comes out of combinations across the whole board, and a bigger board simply has more of them. The reference run on this page is 342 orders over 38 vehicles and 12 depots on a seven-day horizon.

So the honest test is not a truck count. It is whether one person still holds the whole morning in their head. If your dispatchers are choosing between trucks and orders that could be swapped around, there is something to find. If every truck has its own fixed round and nothing moves between them, there is not, and we will say so. The shadow plan answers it on your own week before you commit to anything.