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Problem Statement: Within Retail there is an option to import sales trends from a template file, but could not find its templates. Where can I find template file to import Weekly Sales Trends for v2006.x? | Solution: If you don't install Template files during Retail product installation, Please download the attached Weekly Sales Trends Templates for 2006.x version now.
Keywords: Weekly Sales Trends
Templates
References: None |
Problem Statement: Why does the optimizer choose to arrange the deliveries in this sequence? | Solution: Some customers have expressed frustration with the sequence that deliveries are scheduled on transports based on the run-out times of the respective deliveries. It seems logical to assume the system is doing something wrong if it schedules a delivery to a station that will run-out at 6pm before it schedules a delivery to a station that will run-out at 5pm.
In actuality, however, the optimizer is a rules-based optimization in which this type of prioritization is not currently factored in. Deliveries are scheduled onto transports based on costs and rules. These rules are often restrictions, Sales Retain Buffers, or Run-out Buffers. Provided none of the rules are being violated, the optimizer does not prioritize by any other means. Therefore, in the previous example, given that both stations can legally (as in no delivery restrictions are being violated) receive these orders, no prioritization of one run-out time being before another will be factored in.
Keywords: Delivery Sequence
References: None |
Problem Statement: How do Terminal Product Restrictions work? | Solution: One of the problems people often run into with Terminal Product Restrictions is they attempt to set them up for a group that has not been set up with 'Best Buy configuration, i.e. Suppliers configured, the Group configured, etc. If these are not configured, the Terminal Product Restrictions will not work. The system will only see the products as either available or unavailable. If you have the 'Best Buy' configurations set up, it becomes possible to have products available only for certain times of the day or days of the week.
Keywords: Product Restrictions
References: None |
Problem Statement: Removing .NET Framework from the Aspen InfoPlus.21 server prevents the Aspen InfoPlus.21 Task Service from starting which prevents Aspen InfoPlus.21 from starting. | Solution: Many Aspen InfoPlus.21 components require .NET Framework to function correctly. Removing .NET Framework from the Aspen InfoPlus.21 server prevents the Aspen InfoPlus.21 Task Service from starting which prevents Aspen InfoPlus.21 from starting.
If you have removed .NET Framework from the Aspen InfoPlus.21 server, then you must reinstall the version of .NET Framework appropriate to your version of Aspen InfoPlus.21.
Keywords: tsk_server
tsk_server.exe
References: None |
Problem Statement: What is the customer status report used for? | Solution: Customer Status Report prints the status of each customer's sales and inventory information. If a Customer has not reported new sales and inventory information, if a customer's sales and inventory information is erroneous, or if a customer's shipments have been forecasted, the Customer Status Report will inform the user. Terminal and zone specifications are required for this report.
Keywords: None
References: None |
Problem Statement: How do I reach AspenTech technical support outside the support center's business hours for emergency assistance on critical issues related to Aspen InfoPlus.21, Aspen Operation Manager, or Aspen Retail families of products? My company has the Extended Hour Support (24x7 support) with AspenTech and has been issued an Extended Hour Support ID. | Solution: s view by clicking on Add to Favorites button above.
Keywords: None
References: None |
Problem Statement: Does Aspen Fleet Optimizer keep splits that are moved to overflow? | Solution: breakUpOverflowSplits = 0 (Default)
Enables and disables the automatic separation of split shipments that are placed into the overflow list by Aspen Retail
Acceptable Values:
0 = The system does not automatically separate split shipments that go into the overflow list (default)
1 = The system automatically separates all split shipments that go into the overflow list. Only the original shipment (the one that caused the creation of the split shipment) is left in the overflow list
Use:
This setting is based on dispatcher preference. AspenTech recommends that you have the system automatically
separate split shipments to preserve the original order. It is also often easier to resolve the cause of a problem
shipment when the split shipment is separated
Example:
BreakUpOverflowSplits=1
In this example, the system automatically separates split loads in the overflow list into separate orders
BreakUpOverflowSplits=0
In this example, the system leaves the split loads in the overflow list for manual scheduling or exporting
Key words
Overflow
Split Shipment
Keywords: None
References: None |
Problem Statement: Windows 2003R2 Support for Aspen Fleet Optimizer | Solution: At this time Aspen Tech does not support Windows Server 2003R2 for Aspen Fleet Optimizer.
Key words
Windows 2003R2 support
Keywords: None
References: None |
Problem Statement: How does Aspen Fleet Optimizer determine delivery sequence? | Solution: Determining delivery sequence:
The system initially uses a recursive (slower) method when adding orders to a transport
The recursive method is used to sequence the loads on the transport until the
maxLoadsToSequence limit is reached, after which time the system switches to
a non-recursive (faster) method
Key words
INI
Delivery sequence
Keywords: None
References: None |
Problem Statement: Do sales and inventory updates go directly from the TCIF_SIIMP table into the TPS Tables? | Solution: Every since version 7.4, new Sales and Inventory data has followed the following path.
1. TCIF_TIM table from here the TIMIMPORT Service combines tank data and populates it into the
2. TCIF_SIIMP table (along with some core tables that are updated from the TIMIMPORT Service) from here, the SIIMP Service populates the data into several tables, including updating information in tables like the TPS_Stations table to let Retail know that this customer's new Sales and Inventory has been received.
3. At this point the data is ready to be processed through the Data Quality Management phase
Keywords: TCIF_SIIMP, TCIF_TIM, TIMIMPORT, SIIMP
References: None |
Problem Statement: What is the best scenario for the Safety Stock functionality? | Solution: The safety stock feature in Aspen Retail is used to increase the amount of product that is stored at the Retail sites. This feature, however, works in conjunction with all of the other aspects of Aspen Retail (i.e. load sizing, proportionality, must go shift, delivery window) therefore it is possible that the amount of stock that is onsite at any given time could lower than the safety stock setting. This setting is best used at stations that have relatively large storage as compared to the size of the delivery trucks. If the station's storage is too small to as compared to the truck size to accommodate the safety stock number then it will not be adhered too.
Keywords: Safety Stock
References: None |
Problem Statement: I have 2 Orders for the same customer, how come I can't make a split delivery out of them? | Solution: The thing to do in this circumstance would be to simply change one of the orders to contain all of the products of both deliveries.
Retail does not allow customer's to be split with themselves, but you could simply change one of the orders to contain all the necessary products and delete the second order and accomplish the same objective.
Keywords: Split Shipments
References: None |
Problem Statement: What error logs would be needed for analysis and detailed instructions on how to get them? | Solution: Within the Aspen Retail application there is an option under the help menu to 'email support'. When selected this automatically launches Outlook and automatically attachés the dberrlog.txt and the odbcerrlog.txt which are the two files that support needs to investigate any defect submitted. The user can also type a quick email describing the defect that they are submitting. This will also track what user submitter the problem so we know who to communicate with.
If this is not an option then Aspen Support will need the dberrlog.txt and the odbcerrlog.txt for defects submitted. These files are located in the C:\Program Files\Common Files\AspenTech Shared\Settings directory.
Keywords: error logs
odbcerrlog
dberrlog
References: None |
Problem Statement: How do I use Crystal Reports 10 with Aspen Retail 7.5.2.9 and higher. | Solution: Please also refernceSolution Document #110653 for information on the installation Crystal Reports.
Using Crystal Reports 10 with Aspen Retail 7.5.2.9 and higher.
Crystal Reports 10 should not be installed on the same machine that Aspen Retail is installed. Use a separate machine to edit the rpt files.
There are four crystal report template files installed with Aspen Retail.
GroupTenderReport.rpt
TerminalTenderReport.rpt
TruckTenderReport.rpt
OrderTenderReport.rpt
They are located in this folder:
C:\Program Files\AspenTech\Aspen Retail Suite\Aspen Retail
Copy the rpt files on to the machine that has Crystal Reports 10 on it. Launch Crystal Reports 10 and browse to the location on the rpt file that you want to edit Edit the rpt file and then save the file overwriting the original rpt file (you will promted for the format in which you wish to save the rpt file, it makes no difference which format is saved. Both are compatible) Copy the edited rpt files back to the Aspen Retail machine replacing the old rpt files. Make sure Crystal Reports settings are '1' in the Customize ini file. Run Aspen Retail as normal
It takes some time for Crystal Reports to open inside of Retail.
Keywords: Crystal Reports
rpt files
reports
tender reports
References: None |
Problem Statement: Why are the input fields inactive in mechanical shell and tube? | Solution: The reason for the input->exchanger geometry -> Shell Tab inputs being disabled within mechanical is the fact that the file most likely involved a transfer from thermal to mechanical
When this occurs, thermal will supply mechanical with a specific tubesheet layout.
Therefore, within mechanical, input -> exchanger geometry -> tubesheet layout -> tubesheet layout tab, the Tube layout option will display the Use existing layout as selected.
When this is selected, many of the input items related to the tubesheet layout, or any that may effect the design of a tubesheet layout, will now be disabled since the program should keep the existing layout.
To enter new specifications a new Layout must be created from :
Shell & Tube Mech -> Input -> Exchanger Geometry -> Tubesheet Layout -> Tubesheet Layout Tab and at the bottom of the window change the radio button to Create a new layout
Keywords: , inactive input fields, mechanical shell and tube exchanger
References: None |
Problem Statement: Is it true that when the cutting of buffers occurs, once either the retain buffer or runout buffer becomes zero that both buffers are discarded? | Solution: No, the buffer reduction continues as long as the sum of the buffer times is greater than zero. If one of the buffers values reaches zero but the other buffer is still great than zero then that buffer will be applied to the forecast.
Keywords: None
References: None |
Problem Statement: Can the Optimizer break apart splits if they don't fit on any trucks? | Solution: The ini setting
breakUpOverflowSplits=1
in the Internal.ini tells the Optimizer whether or not to break apart Split Loads before sending them to the Overflow if they do not Optimize onto trucks Automatically.
=1 tells the Optimizer to break them up
=0 tells the Optimizer to leave them together as a Split Load
Keywords: Split Loads, Overflow
References: None |
Problem Statement: Alternate Weight by Axle Configuration | Solution: Summary
This document outlines the procedure for configuring weight by axle when the actual weight contributions per compartment and maximum weight per axle is not available.
Data Requirements
- Net Weight - The weight of the empty equipment (truck and trailer)
- Max Gross Weight - The maximum weight of the equipment when loaded with product
- Product Density - The density for each product. This density can either be set at Product Level (in Product Setup) or at each individual Terminal (in Terminal Setup)
- Max Volume per Compartment - The maximum amount of product allowed in each compartment
- Minimum Volume per Compartment - The minimum amount of product allowed to be loaded into each compartment
Procedure
Setting Min and Max per Compartment
1. Open Aspen Retail
2. Go the compartment screen in Truck setup
3. Make sure that you are viewing the largest fill line for the truck
4. Take the largest quantity from the fill line for each compartment and enter that value as the maximum for each product.
5. Enter a minimum for each compartment. This minimum should be a volume that is acceptable based on your business regulations and guidelines
6. Click OK and close compartment screen
7. Repeat steps 1 - 6 for every truck in the model.
8. End of flow
Setting Max Weight per Axle
1. Go to the internal.ini and set weightbyaxle = 1. If the user would like the orders assigned to be rounded, set the weightbyaxle = 100.
2. Save and close the internal.ini
3. Open Aspen Retail and Truck Setup
4. Enter the Net Weight for the equipment
5. Enter the Max Gross Weight, note that the Max. Product Weight.
6. Open the compartment screen
7. At the top of the screen, Set the Number of Axles equal to the number of compartments for the truck
8. Sum the maximums for each compartment to get the Total Maximum for the products, note this value.
9. In the weight contribution section of the screen, enter 100 for each compartment for each axle per compartment. The set-up will look like below:
10. Perform the following calculation for each compartment:
Mv = Max Volume per compartment
Tv = Sum of all max volumes per compartment
Mpw = Max product weight
Formula - (Mv/Tv) X Mpw = Max Weight per Axle
11. Enter the Max weight per Axle for each axle using the calculation above
12. Click Ok to close compartment screen
13. Repeat steps 3 - 12 for each compartment
14. End of Flow
Entering Product Density
1. Open Aspen Retail and Product Set-up
2. Enter a product density in the field called Density. This density should be updated on a regular basis.
**Alternatively this product density could be added in Terminal Set up To do this:
1. Open Aspen Retail and open Terminal Setup
2. Double click on the first product in Terminal Products section, this will open the Terminal Product screen
3. Enter the product density in the field called Terminal Density
4. Click OK to close
5. Repeat this for each product in the terminal setup
6. End of flow
Optional Configuration Items
If desired users can force Aspen Retail to use each compartment on a truck when forecasting and scheduling orders by clicking on the Must Use flag in the compartments screen.
Checking this box will also check the weight focus check box.
Verifying Weight By Axle Configuration
1. Once the components of the weight by axle configuration are completed, open RSO and load a group for which you believe all trucks and products to be configured correct.
2. During the loading is there are any trucks in the Group that do not have the correct weight by axle configuration the following dialog will be displayed:
3. If this error appears, click no and re-validate that all trucks are set-up with a weight by axle configuration
4. Once verified that the configuration exists, reload RSO.
5. The user can either optimize or drag a single order onto a truck.
6. Open the order detail and you should see that Total Weight is now displayed
7. End of flow
Keywords: Weight by axle
Product density
References: None |
Problem Statement: Why is the flange actual thickness selected by the program much greater than the flange calculated thickness based on allowable stresses reported in Aspen Shell & Tube Mechanical? | Solution: When the program calculates the flange thickness, it also uses the mandatory code requirement for flanges to meet the Rigidity Index (RI) (see ASME VIII-1 Appendix 2). The RI must be <= 1, so by default the program adjust the flange design as required to meet the flange rigidity rule.
If you want to override the program’s default, you need to go to Exchanger Geometry | Body Flanges | Options and specify ‘Apply rigidity rules to backing ring flanges’ as NO
Keywords: Flanges, Thickness, Rigidity Index
References: None |
Problem Statement: How do I assign Multiple shipments onto a truck inside the Optimizer? | Solution: First, highlight 2 Loads inside the Optimizer and drag them both onto a truck that is marked available.
When dragging them onto the truck, you should be presented with the Pop-up box asking if you would like to Assign Multiple Orders or Create a Split Load (along with a drop down for Automatic or Manual next to the Create a Split Load option).
If you select the Assign Multiple Shipments option, you should be presented with the following choices:
Automatic Fit,
Manual Fit, First Load
and after you have placed one order onto a truck, you will see the next option
Manual Fit, Last Load
At times Automatic Fit may not be a valid option, so it will be greyed out, but Manual Fit should always be an option.This is telling you that the second load can be selected as either Automatic, First Shipment, or Last Shipment. If you select Last Shipment, you should see the orders appear on the truck in the sequence they appeared in the Storage Shipments Box (in this case).
Keywords: Multiple Shipments
References: None |
Problem Statement: What does DEFAULTSHIFT do in the customize.ini setting? | Solution: The DEFAULTSHIFT setting controls what shift new orders will default to when added inside the replenishment planner. If the DEFAULTSHIFT is set to 2 the load will default to the night shift. If the DEFAULTSHIFT is set to 1 then new orders will default to the day shift.
Keywords:
References: None |
Problem Statement: Can the kinetic model used by the Aspen Rxfinery suite (Catref, FCC, Hydrocracker) handle reforming of fuels like diesel? | Solution: It depends on the type of reforming. If the goal is to selectively modify parafins into aromatics and other ring compounds, then yes. But if the goal is to destroy the hydrocarbon into CO2 and H2, then no.
The below points better explain the intended applications for the Rxfinery suite kinetic model:
There is confusion over the term catalytic reforming - it means different things to fuel cell developers and refiners. To a refiner, catalytic reforming involves transformation of hydrocarbon via selective catalytic dehydrogenation. To a fuel cell developer, catalytic reforming is a variation of steam reforming: the hydrocarbon is completely destroyed - it is broken down into CO2, CO and H2 and the steam helps CO shift to CO2 and H2.
The Aspen Rxfinery suite, specifically CatRef, FCC and Hydrocracker, is intended for cracking hydrocarbons without steam (steam deactivates most refinery cracking catalysts and is not used except for emergencies and startups).
The primary intended use for the Aspen Rxfinery kinetic model is to predict hydrogen production when a straight or branched saturated hydrocarbon is transformed into a ring.
Keywords:
References: None |
Problem Statement: Why will my stations not forecast in DQM automatically? | Solution: One of the settings which can prevent customers from forecasting automatically is the Forecast Delay Cutoff. This setting can be set by terminal, customer, or for all customers in the database and is a setting designed to prevent the system from forecasting before all the information has been collected for a customer. Some of the companies using Aspen Fleet Optimizer do not receive their sales and inventory information at the same time, sometimes there can be delays of several hours between one piece of information, say sales, coming in for the day, and the Inventory.
In order to prevent Aspen Fleet Optimizer from forecasting prior to receiving both pieces of information for a customer, it is possible to configure the Forecast Delay Cutoff setting to some hour in the day after which you know you will have received both. If this setting is set to say 10AM, Aspen Fleet Optimizer will wait until 10AM to automatically forecast for this store inside the DQM. If 10AM arrives and still only one piece of information has been received, then the system will go ahead and create a book sales or Inventory using whatever piece of information we have received.
In the cases of customer who never receive both pieces of information, however, having any time set here at all will simply cause a delay in the system automatically processing this customer. This value, configured under the Utilities Menu, under the Utilities| Change | Forecast Delay.
Keywords: Forecast Delay
References: None |
Problem Statement: What happens if there is only a runout buffer and the retain buffer is set to zero? Is the runout buffer still respected? | Solution: The sum of the runout and retain buffers is used within the buffer calculation. If the retain buffer is 0, then the runout buffer will still contribute as usual.
Keywords: None
References: None |
Problem Statement: Orders being moved to the Delivered Loads Log out of Sequence | Solution: There have been cases where customer's will send deliveries to their stations from Alternate terminals occasionally, but not update the trip times from the default 100 hours the system puts in. When this happens, the system can get confused about which orders are being delivered in which sequence to the stations due to the key fields being utilized in the DQM.
Delivery 1 is scheduled out of Alternate Terminal A with a trip time of 100 hours because the dispatcher did not fix the default trip time to a real trip time, the ETA for this delivery will be departure time + 100/2
Delivery 2 is forecast out of the Primary Terminal B with a trip time of 2 hours the same night
While processing DQM, the system will look at the ETA of the two deliveries to try to determine which order was delivered if there appears to have been an increase in Inventory. In the above case, since Delivery 2 has a much earlier ETA than Delivery 1, it is possible DQM will move this order to the Delivered Loads Log instead of the correct Delivery.
It is important to make sure the Trip times are updated correctly to avoid this circumstance from occuring.
Keywords: DQM, Delivered Loads
References: None |
Problem Statement: How does the No Data Flag work in the DQM in version 2006.5? | Solution: In prior versions to Retail 2006.5 when the No Data flag was clicked on in DQM the DQM would bring up all exceptions and all the accounts with no data. In Retail version 2006.5 and future releases the system will no longer bring up exceptions if the No Data' flag is checked Retail will only bring up accounts that have not reported data for that day.
Keywords: None
References: None |
Problem Statement: How does Aspen Fleet Optimizer determine if splits are created during optimization? | Solution: DoClusterSplit =1(Default)
This setting determines whether automatic splits will be created for customers within clusters
Acceptable Values:
0 = do not automatically create cluster splits
1 = automatically create cluster splits (default)
Use: If it is desirable to have the system automatically create full split loads instead of delivering partial truck loads, set DoClusterSplit to 1.
To have the system schedule partial truck loads, after which you can manually create split loads,
set DoClusterSplit to 0
Example:
DoClusterSplit=1
In this example, the system will automatically create cluster splits
Key words
split, optimization, cluster
Keywords: None
References: None |
Problem Statement: What does g next to an order in Optimizer mean? | Solution: It is a pre-optimization step run by some customers called the Global Optimization. It allocates Customers to Terminals for each shift - moving customers between groups and such. When these orders are moved to another group, they are flagged with a g in the optimizer columns.
Keywords: Global Optimizer
References: None |
Problem Statement: How does Days Supply Threshold work? | Solution: In certain business cases where the customer's controlling product makes up 90-96% percent of the average daily sales, the system is sometimes forced to send out shipments that are disproportionate to the average sales by product. In order to eliminate the inventory build up for non-controlling products, logic is built into the optimizer so that the user can define maximum day supply limits that the software will respect when load sizing or creating a split shipments.A setting, in the customizet.ini file under the winopt section, DaySupplyThreshHold=100, lets the user specify the maximum number of days supply the software is allowed to deliver to a customer. The software calculates the days supply threshold after the delivery by subtracting the largest day supply by product from the smallest day supply by product and compares it to the DaySupplyThreshHold.
Keywords:
References: None |
Problem Statement: How should user provide body flanges to pressure vessels in Aspen Shell and Tube Mechanical? | Solution: 1. For flanges at front shell and rear shell:
You can use select Yes in the following blocks at Exchanger Geometry>Body Flanges > Options. The options in the red box below are only available when you select Pressure Vessel as your run mode.
You can vary the length of the 'channel' cylinders (locations 2 and 8) from 'zero' (no cylinder, no nozzles on positions 2 and 8) to any value if default is not adequate.
2. For Flanges at front head cover and rear head cover:
You can also use select Yes in the following blocks at Exchanger Geometry>Body Flanges > Options. The options in the red box below are only available when you select Pressure Vessel as your run mode.
You should select Flat Bolted for the Front Head and Rear Head.
You need to have a 'channel' cylinder for this configuration but you can use it as part of the overall body cylinder.
Keywords: Pressure Vessel, Body Flanges
References: None |
Problem Statement: How to read a Aspen Fleet Optimizer license in SLM License Profiler. | Solution: First open your Aspen Fleet Optimizer license in the SLM License Profiler which should be located under: Programs\AspenTech\Common Utilites.
The vendor infomation is 42 characters, laid out in groups of 6 numbers:
000000 max total quantity/volume (in millions)
000000 max (ASR) quantity/volume (in millions)
000000 max (RSO) quantity/volume (in millions)
000000 max total stations
000000 max forecasted (ASR) stations
000000 max (RSO) stations
000000 maximum trucks
For example if you had a limit of 4700 ASR sites the vendor key would look like the following (I have added spaces for easier reading.)
000000 000000 000000 000000 004700 000000 000000
Keywords: None
References: None |
Problem Statement: There is an issue in Retail with the order audit log.
It was found that the application is declaring the variable as a numeric (8) but the stored procedures are declaring it as a numeric (10).
Application:
declare @P1 numeric(8,0)
set @P1=NULL
exec NEXTSEQUENCEVALUE 9, @P1 output
select @P1
In the stored procedures NEXTSEQUENCENUMBER this same variable is declared as numeric (10,0).
If the orderaudit ID value exceeds an eight digit number then the system will begin to mis-forecast accounts and created ?zero? orders. | Solution: This can be resolved by setting the orderauditid back to 1.
Keywords:
References: None |
Problem Statement: Why is the Trip ID field zero in the Shipment detail screen? | Solution: The Trip ID field visible in the Order Details dialog box was introduced in version 7.6. All shipments that were created prior to version 7.6 or higher, will display a Trip ID of zero (0) when the database is upgraded to version 7.6 or higher. This behavior is normal. All shipments created in version 7.6 or higher will have a unique Trip ID.
Keywords: Trip ID
References: None |
Problem Statement: What does match order do? | Solution: In Customer Setup, the Match Order status indicates that entry shipments for the customer will be matched to transport compartments when assigned by the Resource Scheduling Optimization. This variable is used to insure that the Resource Scheduling Optimization matches shipments placed by customers to the compartments of a transport. Match Order is used by full shipments only. If there is a split shipment and one station has match order checked and the other station does not, match order will be enforced.
Match Order uses the following setting in customized .ini to decide how much it change an overall shipment by and how much it can change each product by.
[truckmatch]
xOver=500
xUnder=500
yOver=1000
yUnder=1000
Keywords:
References: None |
Problem Statement: Unable to add more than 64 terminals in Customer to Terminal Matrix. | Solution: User is unable to add more than 64 terminals in Customer to Terminal Matrix.
In version 7.7 the Customer Setup GUI is only able to add a total of 64 terminals. If you try and add an additional terminal the system will start to over write the existing terminals. A temporary work around to this issue is to add the terminals through the CUSTOMER UPDATE service. This service is not restrained to 64 terminals and will let you add additional terminals past 64.
Keywords: Terminal Setup
References: None |
Problem Statement: What is the field Actual used for in the manual information screen? | Solution: The actual field in manual information collection is used as a reference field for the dispatchers. This field allows the dispatchers to quickly identify if the values they are looking at are actual values reported by the site or if they are book values generated by the system. In version 2006.5 and before the field is editable but in future version this field will be un-editable.
Keywords:
References: None |
Problem Statement: Access Violation while in the Optimizer | Solution: There are times that users may encounter Access Violations while inside the Optimizer. Unfortunately this situation generally means the user will need to shut down the Optimizer and redo any work performed since the last time they saved their work within the Optimizer.
Sometimes there can be useful information within the dberrlog.txt or the odbcerrlog.txt, indicating which Account or Order seems to be having trouble updating to the database. In these cases there is a chance the deleting and replacing the offending order may eliminate the problem. To do this, simply go to the bottom of these logs and look for events that correspond to the time in which the problem first occurred. If an Account number and Order can be found, go back to the Optimizer and perform a search for this information. Once it is found, deleting the Order and attempting a Save may resolve the problem. In this scenario, you will want to note all the relevant information regarding this Order as you will want to recreate it after the Save has been performed.
In most cases, however, there will not be any information inside the error logs to help resolve the issue. This is primarily because all the data being manipulated within the Optimizer is stored in memory on the machine the User is currently logged onto. The error seems to occur when somehow the data stored in memory has become corrupt. This could be due to a short gap in the connection with the Database when loading the data or when running the Optimization, or when an update such as a new Order or a Delivery/Load Confirmation has occurred while the User is inside the Optimizer, etc. Whatever the cause, the problem tends to be one which requires a shutdown of the Optimizer and reloading all the data. This means that any unsaved work will be lost. Therefore the best practice that can be performed to ameliorate this situation is frequent saves (every 15 to 30 minutes) to help reduce the potential damage a lost Optimization can cause.
Keywords: Access Violation, Optimizer
References: None |
Problem Statement: How do average daily sales get calculated? | Solution: The average daily sales for customers with four weeks of trends are only updated once per week. The calculation is based on a straight average calculate of the third week of sales. The formula for Average Daily Sales is (W3D1-W3D7)/7. The only exception to this would be if they don't have 4 weeks of trends, then it is whatever was entered at customer creation.
Keywords: None
References: None |
Problem Statement: What logic inside Retail is used to determined a shipment is made and put in the Auto orders to Delivered Shipment log? | Solution: Aspen Retail 7.5
For multiple daily inventory updates (for either Inventory Only or Sales and Inventory updates), a load is marked delivered and put into the delivered shipment log if the following conditions are met:
The load is marked DISPATCHED
ETA (DateDate) time for the load is less than (last Inventory Time + 24 hrs)
The second or subsequent inventory update shows the inventory increment is 75% or more of the dispatched order.
For Inventory Only with one inventory update per day, a load is marked 'delivered' when the inventory update comes in next day and update time has passed the order ETA time.
For 'Sales and Inventory' with one inventory update per day, a load is marked 'delivered' if the following conditions are met:
The inventory update has passed the ETA time
The absolute value of inventory variance > inventory check percentage
Variance multiplied with expected inventory is greater than inventory check minimum. (INVCHCKMIN in GasSet table)
Aspen Retail 7.3 and 7.4
Load will be marked as delivered and put into the delivered shipment log if an inventory update time has passed the order ETA time (DateDate), and that this new inventory update and the new inventory update shows the increment of inventory > 75% of load. This is true regardless there are multiple updates or not.
To explain the situation better, follow the example.
Lets us say a Customer ?x? has opening inventory 10,000 for a product ?P? and receives the first Sales and inventory update at 09/08/2004 10:00 am inventory = 9800 and sales = 200. This is the reconciled sales and inventory information
Inv Date
Inv
Sales
9/8/04@10 am
9800
200
(Stored in YESTINFO table).
Now lets say an order was dispatched for night shift, lets say 2000 gallons of ?P? with an ETA or (DATEDATE) = 09/08/2004 9:00 PM.
Now if a second
inventory update comes
in
Inv Date
Inv
Sales
9/8/04@12 pm
11500
0
The order is dispatched and its ETA or (DATEDATE) (09/08/2004 9:00PM) is less than YestInfo.INVDATE (09/08/2004 10:00 AM + 24 hours = 09/09/2004 10:00AM) This inventory difference (11500 ? 9800 = 1700 gallons) is > 75% of the dispatched order (2000 gallons), and the system will mark this dispatched order as delivered.
For subsequent inventory updates the YESTINFO inventory volumes and the inventory date will be the most recent inventory update prior to this one. Ie.,
Inv Date
Inv
Sales
9/8/04@ 12 pm
11500
200
(Stored in YESTINFO table).
This reconciled inventory information is the starting point for subsequent inventory updates.
To summarize the discussion above;-
Order Date
=
(Order?s DATEDATE)
LoadSize
=
(Order?s TOTAL volume)
Cutoff Date
=
(Reconciled INVDATE + 24 hours)
Old Inventory
=
(Reconciled Total inventory)
New Inventory
=
(Secondary inventory update Total volume)
For the order to be moved to the delivery shipments log the following conditions should be satisfied.
Order should be marked as DISPATCHED and (Order Date <= CutOff Date).
(New Inv ? Old Inv) > 75% of LoadSize.
Keywords: Multiple inventory
delivered shipments log
References: None |
Problem Statement: Are there loading restrictions that eliminate gas and diesel from being loaded together? | Solution: Aspen Retail provides the capability to restrict products from being loaded together on a truck unless there is a double-walled bulkhead or an empty compartment between them
This is extremely important for several of our clients who ship gas and diesel on the same truck but require either double bulkheads between side-by-side compartments or an empty compartment because if a leak were to occur between the two, the flash point would be lowered and possibly cause an electrostatic explosion on the truck
Aspen Retail absolutely prevents this condition from being scheduled or loaded.
Key words
restrictions
loading restrictions
Keywords: None
References: None |
Problem Statement: How do you adjust the daily sales quadrants for a customer? | Solution: The daily sales segments for each product are defined in the customer setup screen. In Retail 2004.1 and later versions the daily sales segments can be set up by product by day of the week. This improved granularity allows to the Retail system to more accurately forecast demand for specific days of the week.
These setting are found inside the customer setup screen under the ?%? hot key at the top of the screen.
Keywords:
References: None |
Problem Statement: What is the color code key is for delivery confirmation? | Solution: The status field refers to the status of a shipment. This field is populated via the Load Confirmation NT Service. Color-coding has also been added to make it easier on the user. When a confirmation record is picked up for a shipment that is loaded, the shipment inside the Replenishment Planner turns to blue and the status is updated to loaded. When a confirmation record is picked up for a shipment that is delivered the Replenishment Planner turns green and the status is updated to delivered.
Keywords:
References: None |
Problem Statement: Do All Cost Types Need to Be Filled in for Aspen Retail to Function? There are 3 different Truck Cost Types (Labor, Overtime & Operating). Is it necessary to use all of them? What Retail will do if, for example, only Labor cost type is defined but Overtime and Operating costs are not set up (e.g. left empty) ? | Solution: The three different cost types are linked with the status of the truck (Guaranteed or Bill by shipment). Based on this status, Retail will take other costs into considerations. The table below explains which costs are taken into account based on the Cost Types and the status of a truck.
Guaranteed
Bill by shipment
Labor
Cost per hour x total number
hours on shift. Cost per hour x used number of hours
Cost per distance x distance
Cost per volume charts
Fixed Cost
Split drop fee, OR
Point to point Costs
Operating
Cost per hour x used
number of hours Cost per hour x used number of hours
Cost per distance x distance
Cost per distance x distance
Cost per volume charts
Cost per volume charts
Fixed Cost
Fixed Cost
Split drop fee, OR
Split Drop fee, OR
Point to point Costs
Point to point Costs
Overtime
Cost per hour x number hours OverTime N/A
It is not necessary to fill out all the cost types. You only use the cost types you need.
Example 1: You pay your drivers for the full shift. So even if they work only 6 hours, you will still have to pay them for the full shift (assume 12 hours in this example). Besides this, your trucks have a variable cost per distance (fuel, tires, oil). For this example you would set up a Labor cost type where you define only a Cost per hour. Next to that you also have to set up an operating cost type where you define only a cost per distance. At the same time you set up your truck as Guaranteed so that Retail will recognize that you have to pay your drivers for the full shift. So for this example you have to set up 2 Cost types and change the status into Guaranteed.
Example 2 : Occasionally, you have to use spot trucks in peak periods. The carrier is charging you a fixed cost plus a Cost per volume chart. For this example, you can set up only one cost type where you define a CPV chart and the fixed cost under the Operating Cost type. Then you make the truck Bill by shipment.
There are a couple of precautions that need to be taken. First overtime cost is only used when a truck is working overtime so if a truck is only set up with an overtime cost type the truck will not function properly if the truck is not labeled as overtime. It is recommended that all trucks are setup with either an operating cost or a labor cost type. Secondly, it is important to place some costs in overtime cost if you are using a labor costs. If there is no cost inside the overtime field and you place more work on the truck than it is schedule for the system will think the extra work is free.
Keywords:
References: None |
Problem Statement: How do Buffers and Safety Stock work in Aspen Retail? | Solution: In Aspen Fleet Optimizer, Buffers and Safety Stock are tools to aid the User in configuring the forecasting engine to help prevent either retains or runouts.
Retain Buffers are used to help move orders to later shifts if the store typically has high volatility and runs frequent risks of orders not fitting when the truck arrives. The default Retain Buffers within Aspen Fleet Optimizer are 3 hours for the day shift and 6 hours for the night shift.
Runout Buffers are used to move orders to shifts prior to the runout shift to help prevent the possibility that a spike in sales could cause an early runout. The default Runout Buffer in Aspen Fleet Optimizer is 9 hours.
Safety Stock works in the same fashion as Runout Buffers but is configured by setting a volume rather than an hourly buffer.
When scheduling deliveries, the Optimizer considers the delivery windows on the current shift horizon. If a particular order was originally forecast for X shift, but has a Retain Buffer or Runout Buffer (or Safety Stock) which when added to the retain/runout time in the delivery window of the order would push either the retain time or runout time to a different shift, this order will not be scheduled for this shift.
For example, if a Customer's delivery window is
Retain 6/1 3pm
Runout 6/2 11am
This customer has a 20 hour delivery window.
If the customer has the following buffers:
Retain Buffer 3 hours for both day and night shift
Runout Buffer 9 hours
This same order has a 11 hour buffered delivery window. As long as the buffered window is at least 5 hours, the system will leave the buffers as is. If the buffered delivery window is not at least 5 hours, the system will cut the buffers in half up to 3 times until it can either achieve the 5 hour buffered delivery window required, or it is forced to remove the buffers altogether.
How do the buffers work?
When deciding the runout shift for this order, the system will look at the buffered runout and retain window, and put the order on the shift accordingly.
In the above example, if the Terminal this order is delivered from has operating hours of 6am - 6pm for day shift and 6pm to 6am for night shift, this order would show up on 6/1 pm shift as a Must-Go (red in Optimizer) Order. This is because the 9 hour runout buffer, when subtracted from the 6/2 11am runout point, puts this order with a buffered runout point of 6/2 2am. Therefore the system will flag this as a Must-Go order for the 6/1 pm shift even though the true runout is not until 6/2 11am. The order will still be available to be delivered on the 6/2 am shift if it cannot be accommodated during the 6/1pm shift, but the system will prefer to attempt to deliver it on the 6/1 pm shift.
The buffer has, in effect, pushed the order from the 6/2 am shift, to the 6/1 pm shift. Retain buffers work in much the same manner by pushing orders from shift X to shift X+1 if the buffered retain point falls after the end of Shift X.
As noted above, Safety Stock is calculated in much the same way as the Runout Buffer except it allows the user to enter this value in volume rather than time. This volume will then be calculated into a time value (by using the customer's expected hourly sales during the projected horizon) inside Aspen and applied in the same fashion as the Runout Buffer. If both Safety Stock and Runout Buffers are configured, Aspen will apply whichever one is larger while still maintaining the 5 hour buffered delivery window.
Keywords: Buffers, Safety Stock
References: None |
Problem Statement: What is full weight in weight summary under Design Specification / Material page? | Solution: Full weight = Full of water weight
Typical weight when hydro tested at a shop.It is the full water weight used in calculations while the Operating weight is calculated from fluid densities. If fluid densities is not given, water density is used for the Operating weight and it will be equal to the Full weight.
Keywords: Full weight, Design Specification / Material
References: None |
Problem Statement: What is the Other Additions field for on the DQM screen? | Solution: When performing Data Quality Management, there are times where events may occur; loads that were already confirmed and don't appear in the Deliveries section of the screen, variations due to inaccuracies accepted the day before in Data Quality Manager processing, etc.
In these cases, the most appropriate thing to do is adjust the difference, whether + or -, in these fields by product to make sure today's Inventory and Sales figures are accurate and balanced with the previous information.
Keywords: Other Additions
References: None |
Problem Statement: How do you create a database export dump? Where do you post the dump file? | Solution: In order to do a database dump of Retail the DBA will need to execute the following command:
?exp system/passowrd@<SID> file=myfulldump.dmp compress=n full=Y log=full_exp.log buffer=1024000 direct=y consistent=n?
This will insure that all users, synonyms, privileges, and data can be correctly imported.
Once the dump file is completed the file can be placed on the AspenTech FTP site at:
ftp://ftp.aspentech.com/pub/download.
Keywords:
References: None |
Problem Statement: How does Aspen Fleet Optimizer detemine the delivery sequence? | Solution: MaxLoadsToSequence= 6 (default)
Maximum number of loads to sequence for a delivery; this value is used to determine the delivery sequence for a
given Truck
Acceptable Values:
1 to unlimited; However, the performance benefit is greatly reduced if greater than 6 (the default value)
Use: When a new order is placed on a transport, the system attempts to rearrange loads already on the transport in
order to find the best fit. This process continues until the number of loads on the transport meets the
MaxLoadToSequence value. Once this value is met, each order is scheduled in the first available delivery position,
without rearranging existing deliveries
Example:
For example, assume MaxLoadsToSequence is set to 4 and the truck is on duty from 06:00 to 18:00. As each of the
first three orders are added to the transport, the system rearranges the previous orders to find the best fit for all of the
orders. Once a best fit is found for the first three orders, their placement is 'fixed.'
The current schedule is:
Order 1 - ETA 9:00, retain 8:45, runout at 15:00
Order 2 - ETA 10:00, retain 9:00, runout at 17:00
Order 3 - ETA 17:00, retain 16:45, runout at 20:00
When deciding on the sequence to add Order 4 (retain 10:00, runout 23:00), it is scheduled in the first available
position -- between orders 2 and 3
Key words
Delivery sequence
Max orders per truck
Keywords: None
References: None |
Problem Statement: How do I get the Manual Order Service to allow changes to orders via the new enhancement | Solution: The following ini setting allows a customer to update orders without including all of the product information for the order:
RemoveUnspecifiedProductsFromOrder=0
If set to 1, this will allow a customer to update an order as follows:
Original Order
Midgrade 1500 Gallons
Unleaded 7600 Gallons
Update sent through Manord
Unleaded 9100 Gallons
This will update the order to an order with only Unleaded on the order. If this setting is not selected, the Order would be updated with 9100 Gallons of Unleaded but would still have the 1500 Gallons of Midgrade on it.
Keywords: Manord
References: None |
Problem Statement: What does the setting MinSplitDeliveryWindow= X mean in the Customize.ini ? | Solution: This setting will force the optimizer to attempt to attain a delivery window of at least X hours when creating a split delivery. If the delivery window length is not attainable, the optimizer will not create the split delivery and the driving order of the split will either be sent short loaded or may end up in the overflow deliveries box.
Keywords: MinSplitDeliveryWindow, split
References: None |
Problem Statement: Received DBerrlog message in RSO | Solution: If a process or Service that could Reset the Inprocess flag in the TPS_STATIONS table is run while a User is logged into a particular group in the Optimizer, the User will get the DBERRLOG message. This message is a critical error because the User will not be able to save the information back to the Database because it is perceived that they are no longer in control of the Station.
Most Services are running throughout the day and there are not issues with these. In general they will not Reset the Inprocess flag for a User, unless the extremely unlikely event that a User and the Service request access at exactly the same moment. The only other circumstance would be if someone hit the Reset Stations Option (should only be available to Support Analysts) while a User was in the Optimizer.
The DoneFortheDay Service, typically scheduled to run around 12AM - 3AM when no users are expected to be in the Optimizer, is the one Service that should Never be be run while users are in the Optimizer. This will take control of all stations and reset their locks. This will cause Dispatchers to lose their work and lead to significant frustration and potential data corruption.
For information regarding the scheduling of Services, please see the Installation Manual.
Keywords: Inprocess Flag, dberrlog
References: None |
Problem Statement: If deployed correctly, Aspen Fuels Marketing products (Aspen Retail and Aspen Specialty Products) have the capability to allow users to generate feasible and optimum plan and schedule for truck distribution of liquid products. To maximize the value of the products, the clients often need to think about how to use and monitor the performance correctly and efficiently. This includes the monitoring of the data quality and correct configuration of the software settings. As the application of the software is mission critical, poor data quality or incorrect settings can have significant impact to client's business. Many of our clients develop their own in house Super User(s), who usually are the users who understand the specific business at a site as well as how the application of the software works, to consistently maintain a high level of performance from the software.
So what are the profile and tasks of a super user? | Solution: A super user usually perform the following tasks. Note that the list below serves as a check list and we try to make this list as complete as possible. Some on the list may not apply to all customers.
1. Business process development, improvement and implementation:
Maintain an in-house user and procedure manual (Daily work flow process, disaster management process (such as Hurricane)
Maintain documents documenting business rules and constraints (such as compartment configuration, storage tank configuration, cost data, business roles and constraints, etc.)
Inventory management customer counseling
Management of compliance issues (Seasonal products RVP/OXY, winterized diesel, tank testing, underground storage certifications)
2. Business benefit analysis, audits, and reports
Cost analysis, Sales trend evaluation, Sales Quadrants
Safety stock and buffers, short load management, Sustainable load analysis
Haul backs and diversions
Hot store management analysis and action plan development
Internal Audits (Deleted orders, Optimizer stats, Truck safety restrictions, Weight opt parameters)
Transportation KPIs (Carrier contract standards, Proprietary fleet utilization, Partial loads, Split loads, Weight opt)
Customer KPIs (Data reporting performance, Lead-time check violations)
3. Training and knowledge transfer:
General operation, basic user training and software training, advanced user training or internal curriculum development
Training for new sites/stations (including ASR enrollment, ASR data reporting requirements, order entry process and IVR training)
Training of new dispatcher(s) or knowledge refreshers for dispatchers whenever appropriate
Internal disseminations of software product news from AspenTech including new product features and enhancements
Internal training on new features and functionalities.
4. Database and user setting management
Maintain custom software settings and configurations such as INI settings and cluster setups
Develop reports (management reports, transportation reports, special reports etc)
Database queries for special projects, special event preparation
Mass database changes
Customer master records updates
Make sure the integraty of user data (RSO audit report, database role security, compartment configuration, etc)
5. Daily operation:
Handle escalated customer issues to address repeated run outs, load proportionality, etc.
Investigate problems caused by data and configuration issues. Perform porblem tracing and root cause analysis.
Supply disruption management
Backfill dispatchers for unscheduled illnesses and emergencies.
6. Focal point of contact and liaison:
Central communication point to AspenTech's Technical Support or to client's internal IT group
Liaison to Credit
Liaison to field marketing territory managers and field process inquiries from marketing field reps
Subject matter expert at meetings for retailers, fleet and terminal operations
Keywords:
References: None |
Problem Statement: If you manually export a load through the replenishment planner, is there a way to adjust the unloading and loading instructions for multiple tanks (TIM stations)? | Solution: Currently, if you manually export a load through the replenishment planner there is no way to adjust the unloading and loading instructions for multiple tanks. The unloading and loading information will simply show up under on product.
The dispatcher will need to attach a note to the order for the unloading instructions.
Keywords: None
References: None |
Problem Statement: What could cause all of the reports to stop working and create a database error message? | Solution: This would normally be caused by the following .ini setting turned on. If crystal reports is not installed on the machine.
[CrystalReports]
TerminalTenderReport=0
GroupTenderReport=0
TruckTenderReport=0
OrderTenderReport=0
DisplayReportsUsingCrystalReports=0
If crystal reports is not installed then all of these .ini settings in customize.ini need to be in the 0 (off) position.
Keywords: None
References: None |
Problem Statement: What is the difference between Scheduling Terminal and Home Terminal? | Solution: A recently added option within the Transport Setup is the ability to add a Scheduling Terminal to a Transport. Scheduling Terminals are terminals that are used within the Optimizer to group together trucks that load out of the same terminal, but may not originally come from the same terminal. Setting up a Scheduling Terminal for a Transport means that when the Optimizer is opened up, this Truck will display on the tab for that Scheduling Terminal, even though it may originally come from a different terminal.
Keywords: Scheduling Terminal
References: None |
Problem Statement: How do I set up a Customer so he can't receive deliveries from 10PM to 6AM? | Solution: On the Customer Setup Screen you will need to go to the Restriction's screen. This is most easily accessed by clicking the Stop Sign icon on the toolbar.
In order to create this type of restriction, you will need to create 2 restrictions under the Delivery Time restrictions area.
First you will need to create a restriction that goes from 22 to 24. If this restriction only applies to certain days of the week, you can select them to the right of this box.
Next you will create a restriction that starts at 0 and goes until 6. Again, if this does not apply to every day of the week, change the option on the right.
At this point you have restricted the customer from receiving deliveries at anytime from 10PM to 6AM.
Keywords: Delivery Time Restriction, Customer Restriction
References: None |
Problem Statement: In order to avoid performance issue with version 2006.5 you will need to install version 10.2.0.4 or higher of the oracle driver. | Solution: Install Oracle 10.2.0.4 client
In order to avoid performance issue with version 2006.5 you will need to install version 10.2.0.4 or higher of the oracle driver. In addition, the setting ?Bind Number As Float? needs to be set.
Goal: install Oracle client 10.2.0.4 and ODBC 10.2.0.4 driver
Note:
- If you have any Oracle client earlier than 10.2.x you have to uninstall it first
- You cannot install 10.2.0.4 client directly. You must install 10.2.x client first, then apply 10.2.0.4 patch set.
In this procedure you will install 10.2.0.1 client first, then apply 10.2.0.4.
- OS must be XP Pro, Windows 2000 or Windows 2003
1. Install Oracle 10.2.0.1 Client:
Copy folder \\hou-at10g2\c$\software\Oracle10.2.0.1_client to your local drive and unzip the file 10201_client_win32.zip
Run setup.exe in folder client, this launches Oracle Universal Installer
- Installation type: select administration
- proceed and click next several times, taking all default values until you reach Install window
- click install
- When window Oracle Net configuration Assistant is displayed, check box Perform Typical configuration
- Exit
2. Apply Oracle 10.2.0.4 patch set:
- Copy folder \\hou-at10g2\c$\software\Oracle10.2.0.4_patchset to your local drive and
unzip file p6810189_10204_Win32.zip
- click setup.exe in disk1
- Change the path
from: c:\oracle\product\10.2.0\db_1
to c:\oracle\product\10.2.0\client_1
Note that if the path is on another drive you need to specify it accordingly. The main thing is to change db_1 to client_1 and keep the previous path the same
- Click install
3. Copy file tnsnames.ora from folder \\hou-at10g2\c$\software\tnsnames.ora to c:\oracle\product\10.2.0\client_1\network\admin. This file contains pointers to other Oracle servers such as at10g2, atwts5, at9i etc?
4. Set ODBC Workaround switch:
Settings, Control Panel, Administrative Tools, Data Sources(ODBC), System DSN, select Driver (ex atwts5), Configure, Workarounds, check box BindNUMBER As Float
Keywords:
References: None |
Problem Statement: Where do cancelled orders go? | Solution: If an order is cancelled and the dispatchers selects to place the canceled order in the delivered shipments log then the order will be stored in TPS_OLDORDS table. If an order is cancelled and the dispatcher does not place it in the delivered orders log then the order will be placed in the TCIF_CANCELLED orders table.
Keywords: Cancelled Orders
Orders
References: None |
Problem Statement: What does Shipments mix can not be satisfied by stations home terminal mean? | Solution: This error message means that the product that is on the shipment is not available at the source terminal. This is probably because a new product was added to the station, but the product was not added to the terminal.
Below are instructions on using the Product Code Change Utility:
Product Code
The Change Product Code utility allows you to change a product's ID number. The product ID number is the number associated with the product during product setup.
To display the Change Product Code Utility dialog box, select Change | Product Code from the Utilities menu.
Note: Before using Change Product Code Utility to change the identifier for an existing product, ensure this product is not being used by the system.
To limit the change of a Product Code to a given terminal, zone, or customer, you can enter the following: Terminal number in Terminal Restriction - Applies the cutoff time to all customers for which the terminal specified is their primary source. Zone number in Zone Restriction - Applies the cutoff time to all customers associated with that zone. Customer number in Station Restriction - Applies the cutoff time to the selected customer only.
Notes:
You can make changes for both a Terminal and a Zone simultaneously. For example, if you enter a 2 in Terminal Restriction and 3 in Zone Restriction all customers associated with Terminal 2 as well as all customers associated with Zone 3 is updated.
To apply the product code change to all customers in the system, enter zero (0) in all three fields. In Old product code, enter the product identifier to change or click Browse to select a product from the Browse Product List dialog box. In New product code, enter a new identifier for the product or select a product from the Browse Product List dialog box.
Notes:
The New product code must be an existing product in the database. If not, the change is rejected. For information about how to enter another product code into the system, see Product Setup. Click Ok to replace the old product code with the new one.
To confirm the change, click Yes.
If the system is able to make the change, the message Change Successful displays. Click OK.
Keywords: Product code change
optimization error messages
Utilities
References: None |
Problem Statement: How to create new IVR voice prompts for customized product categories in Retail 2006.5 | Solution: Retail 2006.5 allows users to create customized product categories in product set up. In previous versions of Retail users were limited to the nine predetermined product categories.
The IVR voice prompts for the customized product categories will follow this naming convention.
The voice file name will be based on the product category id. The voice file name would be (5000 plus product category id).vox. If the fuel category id is 11, then voice file name would be 5011.vox. If the fuel category id is 12, then voice file name would be 5012.vox and so on.
Keywords:
References: None |
Problem Statement: What does sales trend spike percentage do? | Solution: When this value is met or exceeded for two straight days, Retail will put a much higher emphasis on the most recent trending and much less on the past historically trending. The purpose is to have Aspen react more or less quickly to spikes (+ or -) in sales.
.
Keywords: None
References: None |
Problem Statement: When doing Sales Only Forecasting, do the sales need to violate only one of the thresholds to draw an exception? | Solution: With Sales Only Forecasting, the Sales would still need to violate both conditions specified under the Product Setup to draw an Exception inside the Data Quality Manager. These setting are the percentage above or below the estimate, and the gross volume above or below the estimate. If only one of these conditions is broken, the system will continue on with Forecasting.
Keywords: Sales Only Forecasting
References: None |
Problem Statement: How are loads handled in DQM for the first inventory data of the day? | Solution: The explanation given below only applies to the first inventory data of each day. For multiple inventory feeds, please refer to http://support.aspentech.com/webteamcgi/SolutionDisplay_view.cgi?key=114053
Inventory Only or Sales Only:
In the inventory only mode, the software is only looking at the ETA time of loads to decide if the load has or has not been delivered. Increase or decreases in inventory are not factored into the decision tree. Since the system is creating book sales or book inventories, this is the only way these cases can be handled.
Sales and Inventory:
In a sales and inventory model the system uses a mathematical equation to decide if loads have or have not been delivered. Since both sales and inventory information is given, the system looks at the mathematical variances of what if the load was delivered and what if the load was not delivered and decides which case is most likely. When both data points are given, increase and decreases in inventory amounts greatly influence the decision tree.
The following are examples that can occur in an inventory only model.
Example 1:
See the screen shot below. This is an example where the sales numbers are exactly equal to the amount that is delivered. This can occur if the ETA time for a load is before the inventory time and the station accidentally calls in the same inventory reading two days in a row. Note that the system highlighted the sales figures to alert user there might be a problem here.
Example 2:
The screen shot below shows what a dispatcher should see if the sales value is out of range. The sales are highlighted in red and there is a Sales out of range message at the bottom of the screen.
When there is a Sales out of range error, the dispatcher should uncheck the Sales Test box in the upper right hand corner, as shown in the screen shot below. Now you should notice two things:
1. The Accept button does not appear. This indicates to the dispatcher that he must do more checking.
2. The message at the bottom says Verify Shipment with Manual Shipment Lock, indicating that the sales numbers seem extremely high and the dispatcher needs to verify and double check if the proper loads are being include/exclude in the loads that are being marked as delivered.
The last screen shot below shows that when user checked the Load Lock for manual load lock, the Accept button appears and the user can then clear the exception. Before clicking on Accept, it is very important that the loads be reviewed to make sure that the system is indeed flagging the loads correctly as either delivered or not. As stated before, the software flagged the message at the bottom to ask user for help because the variation of the sales numbers does not make sense to the system.
Once the user presses the Accept button, the software assumes that the user has reviewed the loads and accepted the data, and will flag the load accordingly. Therefore, if a user clicks on Accept without examining the loads, a load can be incorrectly flagged as either delivered or not delivered.
Keywords:
References: None |
Problem Statement: You are looking for a way to clear several terminals at the same based on the awarded carrier. What's the purpose of the Zone Field? | Solution: The zone field inside the AFO (Retail) system is simply a way to differentiate groups of customers. If you were to put the customers into different zones then you would be able to process the data for each zone separately. Thus, the answer to your questions is yes. Putting them in different zones would allow for multiple users in DQM (exception processing).
Keywords: None
References: None |
Problem Statement: How do the service levels work inside of Aspen Retail? | Solution: Aspen Retail allows users to set up prioritization level by customer. The Aspen Retail service levels will then be used inside the optimization. The system will try to place the higher prioritized loads will be placed on the on duty trucks while the lower prioritized loads will be placed in overflow.
The priority setting will default to 50. Anything greater than 50 will increase the priority of a station and anything less than 50 will decrease the priority.
Keywords: None
References: None |
Problem Statement: What does the ini setting LoadTransferredOrderStationMatrix do? | Solution: This is one of the settings that refers to the Global Optimization functionality within Aspen Fleet Optimizer. This option, if turned on, will tell the Optimizer to load the matrix (station-station trip times and distances) into memory for any orders that were transferred from another group (the station's home terminal is in another group by default) along with all the other matrix data that is loaded. This is useful if you may be altering the truck assignment or scheduling of this delivery.
Keywords: Transferred Loads
References: None |
Problem Statement: Am I able to view all customer numbers that are assigned the same site id in the Replenishment Planner? | Solution: A 'Next Customer button' is located in the Replenishment Planner and Customer Setup toolbars to allow users to sequentially access all customer numbers related to a single site.
Keywords: Customer NUmber
Site ID
References: None |
Problem Statement: Why is it that sometimes an account does not appear to have new information when they do? | Solution: Sometimes a Customer will report their Sales and/or Inventory figures before the Done for the Day Service has been run. When the Done for the Day Service runs, it resets all the accounts to be looking for a new Sales and Inventory update, therefore this account will still be awaiting new information, even though it has already been reported.
TheSolution here is to have Customer reporting times and the running of Done for the Day timed to allow all of the Customers to report after this Service has run.
Keywords: Done for the Day, Reporting
References: None |
Problem Statement: How does Aspen Fleet Optimizer calculate the first product runout point? | Solution: The first stage in the forecasting process is determining the point in time when a customer will run out of the first product. The runout point is calculated by subtracting forecasted sales from a reported current inventory level. The forecasted sales are generated through the use of sales trends, average daily sales, and sales constants. With a noted current inventory level, Aspen Fleet Optimizer will subtract forecasted sales by product on an hour-by-hour basis until the runout point of the first product is determined.
Keywords: None
References: None |
Problem Statement: What is the Use Estimates field in DQM do? | Solution: The check-box on the DQM screen entitles Use Estimates allows the user to flag a current sales day and override the normal process of writing the Actual Sales to the trends. This flag tells the DQM to write the Estimated Sales instead. This is done by a user when the user knows the most recent Actual Sales Data is not a typical day and would not like to have those Sales written into the trends for future forecasting.
Keywords: Use Estimates, Sales Trends
References: None |
Problem Statement: Why is the supplier field not being displayed on the truck tender report in Retail? | Solution: This function is controlled by the options menu inside the Retail optimizer. If the option is checked for Hide Suppliers then the system will not display the supplier field on the truck tender report. To print the supplier on the truck tender report simply uncheck the Hide Suppliers option and then re-print the truck tender report and the suppliers will be properly displayed.
Keywords: None
References: None |
Problem Statement: Is it possible to export one terminal at a time or do you have to export the entire group? | Solution: Within Aspen Fleet Optimizer, Optimizations are handled on a Group basis, so all exports are for the entire group unless done on an individual order (exception) basis. The reason for this is that Group are conceived of as a shared set of terminals, transports and customers and the work is often shared between them.
Keywords: Group Optimization
References: None |
Problem Statement: How does an order move to Delivered Shipments? | Solution: This process is different for Manual Order Customers than for forecasted customers. For Manual Customers the process is as follows:
A manual order is moved to Delivered Loads by either being manually deleted and having the dispatcher click yes when prompted about moving it to the Delivered Loads Log, or through the Save process in the Optimizer. When exiting the Optimizer the dispatcher is given the choice to move any dispatched shipments to the Delivered Loads Log. If this is answered in the affirmative, the manual orders that are dispatched from previous shifts will be marked delivered.
For Forecasted Customers orders are moved either by the Data Quality Management process when new inventories are processed, or through the Load Confirmation/Delivery Confirmation Service which can mark them as having been delivered.
Keywords: Delivered Loads
References: None |
Problem Statement: Issue: Dialog says automatic fit works, click ok, order goes no where. | Solution: This problem happens in the situation described below.
User has optimized several shifts and lets say a station X has 5 orders scheduled in various shifts.
Now if the user tries to remove and reschedule the first order for the station X, a reforecast of the future orders is triggered by RSO when order is being placed on truck. In some cases, this reforecast causes the future scheduled orders not to have a valid departure window for the shift they are on trucks based on the new Retain/Runout dates calculated by the forecaster. So the 'RefCheck' algorithm fails resulting in a 'Automatic fit NOT feasible' situation. This 'RefCheck' is not during the first pass of fitting an order to a truck where in the order is validated for scheduled truck for warnings/violations, so we see the message 'Automatic fit is feasible', but in the second pass 'RefCheck' fails and causes the order not go on the truck.
Wordaround: If you are trying to remove and re-schedule a station's order, make sure that
the future scheduled orders are removed from trucks and re-assign them after
you have scheduled the order in question.
Keywords:
References: None |
Problem Statement: What are the possible causes for Winopt error? | Solution: Winopt error/crashes can be a very difficult one to troubleshoot as there are a number of potential known causes and some unknown ones. When Winopt error occurs, one needs to check the system32 folder to see if there is any error there. Look for any ODBC.error logs or DBERROR logs.
The potential causes can be related to Windows or other third party software. Below is a summary of the potential causes. When troubleshooting Winopt errors, one should consider all the potential causes listed below. Note that this list is only meant to provide a troubleshooting guidance and does not necessarily preclude any other causes that are unknown to us at this point.
Cause 1. Incorrect version of DLLs can cause the Winopt error. Many versions of the same DLLs on the same machine can also cause the issue.
Action: Verify that machines are running the correct single version of the DLL's.
Cause 2. Multiple versions of Aspen Retail with a mix of executables
Action: Verify that machines are running the current version of Aspen Retail and that there not a mix of executables
Cause 3. Data corruption. For example, if there are stations that are assigned to clusters but have been removed from the database, i.e., customers (statnums) that are in the tps_clusters table, but not in the tps_stations table, the optimizer can go out to create a split delivery within a cluster, and the hit a null pointer because one of the members of the cluster actually no longer exists in the database, thus causing crashes.
Action: Make sure they remove a customer from any cluster prior to deleting customers. Clean up the clusters table so that it does not have any stations that can no longer be found in the tps_stations table in the field statnum.
Cause 4. MapPoint is not set up correctly and is consuming memory
Action: Verify the memory usage and that Map Point is not using all the memory on the machine and then eventually just closing the application
Cause 5. Bad network connectivity
Action: Do network tracing to insure that the network is available.
Cause 6. Third party softwares interference. virus, etc.
Action: Rebuild the machine and reinstall Aspen Retail
Cause 7: overriding concurrency warnings - User opens a truck and/or terminal while another
user is in RSO for that group containing the truck or terminal. It is possible if the truck and/or terminal data is changed, RSO may experience a fatal error when trying to access that terminal or customer.
Action: If warned that a terminal, truck, or any other object is in process - do not attempt to change the data.
Usually errorlogs are in program files/commmon files/aspentech shared/settings
Keywords: Winopt errors
References: None |
Problem Statement: Is there a new Ini Setting for the Automatic Shift Assignment feature in version 2006.1? | Solution: In the Internal.ini [Orders] section there is a new setting called:
ManOrdAutoShift
= 0 [Default] No Automatic Shift Assignment (original behavior)
= 1 Automatically assigns Retain and Runout from dispatch date and shift using a full-day dispatch window.
This is being used by one customer at the moment to automatically assign a full day (24 hours) to a manual order.
Keywords: Manordautoshift
References: None |
Problem Statement: How do I properly display stations and terminals on the MapPoint map in Aspen Retail?
I need some more documentation on the INI settings in the [mapping] section of Customize.ini | Solution: How do I properly display stations and terminals on the MapPoint map in Aspen Retail?
To properly display stations and terminals on the map, users should make sure that they have entered a valid address in Customer setup for all station addresses and in Terminal setup for all terminal locations.
The country field was introduced in Ver 7.7. It is mandatory to properly display the station/terminal on the map. You can have either the address or the lat./long. populated. The system will be able to display the site when any one of them is supplied.
I need some more documentation on the INI settings in the [mapping] section of Customize.ini
The settings below are no longer used since they were related to the MAPINFO product, which we do not support anymore. They can be deleted from your INI file.
autoload=1
graph_path=J:\
map_path=K:\
routeColor=16711680
seamless_threshold=0
siteColor=16711680
The setting MappingAddressFormat is used to format the address of pushpins shown on the MapPoint map for various objects like station Site, Terminal etc.
Possible values: (1, 2)
1 - Address is displayed in US format
(i.e. Address, City, State, ZipCode)
2 - Address is displayed in France format
(i.e. Address, Postal Code, City, State)
The settings below are still actively used by the Aspen Speciality Products application.
MustGoDeliveredSymbol=C:\Program Files\AspenTech\Aspen Retail Suite\Aspen Retail\CustomSymbols\mustgo_delivered.bmp
CanGoDeliveredSymbol=C:\Program Files\AspenTech\Aspen Retail Suite\Aspen Retail\CustomSymbols\cango_delivered.bmp
MustGoSymbol=C:\Program Files\AspenTech\Aspen Retail Suite\Aspen Retail\CustomSymbols\mustgo.bmp
CanGoSymbol=C:\Program Files\AspenTech\Aspen Retail Suite\Aspen Retail\CustomSymbols\cango.bmp
VehicleSymbols=C:\Program Files\AspenTech\Aspen Retail Suite\Aspen Retail\CustomSymbols\Vehicle_.bmp
These settings are written by the application. Users can change the appearance of the pushpins for various loads (current and delivered orders) and the vehicle (truck displayed in our case) by specifying alternate bitmaps. The bitmaps should be of the same size as the ones written by the application.
The remaining [mapping] settings are documented in the user guide.
enableMapping
MapDataMode
MapPointAppID
MapPointProgID
route_units
MapPointRoutePreference
Keywords: MAPPING
MAPPOINT
SETTINGS
CUSTOMIZE.INI
References: None |
Problem Statement: '0' Can-Go Hours in the Shift Planner in the Optimizer | Solution: When optimizing, the amount of CAN-GO hours is directly impacted by the 'MAXSHIFT' forward setting in the optimizer. If a shift is loaded in the optimizer and the amount of CAN-GO work hours is equal to '0' then check to make sure that the MAXSHIFT forward setting inside the optimizer is not also set to '0'. In general increasing the MAXSHIFT forward number will increase the pool of available CAN-GO loads that the system has to choose from
Keywords: Can go
Max shifts
optimizer
shift work planner
References: None |
Problem Statement: How do I shrink a SQL Server log File? | Solution: First create a backup copy of the database just in case there are any issues.This will benefit you in case you need to restore the database due to an issue with the backup.
To shrink the log file in SQL Server you need to run the below SQL:
Backup log TOCustomer with no_log;
dbcc shrinkfile (TOCustomer_LOG)
(Where 'TOCustomer' is the log name of your file, you can replace this with whatever the name of the log file is.)
Open the DB in SQL Server Enterprise Manager and log into TOCustomer (the name of the DB) and then open the SQL Analyzer screen and paste in the above SQL and run it.
The output should appear as what you see below or something close, but I would imagine that you will get this information exactly.
8 2 128 128 128 128
Once you have this open in the Windows Explorer and navigate to wherever the log file is stored (on my laptop it is here: C:\Program Files\Microsoft SQL Server\MSSQL\Data) and the size should now be 1024 KB.
Keywords: SQL
Shrinking files
References: None |
Problem Statement: In 'Inventory Only' forecasting, why does the DQM not stop on some stores? | Solution: When a Inventory Only forecasting is being utilized, there is an additional threshold that is being tested against that will trigger the DQM to stop on a store even if the Sales Thresholds have not been violated.
The Sales Test Override (Inventory Only Mode) value is set to be a double-check on customer's only receiving Inventory Updates for daily forecasting. This allows a further degree of security to avoid problems with forecasts based on inaccurate data or unusual trend data from entering into it. Typically the Reported Inventory would need to violate both the Inventory Test Range % and the Inventory Test Range (Volume) figure to cause the DQM to stop on an account. If however, the Reported Inventory causes calculated Sales value to violate the Sales Test Override (Inventory Only Mode) %, this will cause the DQM to stop on this account even if it hasn't violated both the other thresholds.
In this instance, the DQM will stop on the account and the message ?Verify Shipments with Load Lock? will appear. This message is to warn the Dispatcher to make sure all the shipments showing in the Shipments section are accurate before hitting the Accept button.
Keywords: None
References: None |
Problem Statement: Is there a way to restrict a specific driver from loading a specific product? | Solution: Aspen Retail maintains Driver product certifications and uses this in the optimization to ensure that Drivers are only scheduled to deliver orders for which they have achieved the appropriate certifications.
This ensures that Driver safety issues don't occur with drivers delivering products like Aviation Fuel if they are not legally nor safely allowed to do so.
Keywords:
References: None |
Problem Statement: Can I view the truck compartments for a scheduled load in Replenishment Planner? | Solution: No the only place you will be able to view the Compartment Information from the Order Detail Screen will be when you are within the Optimizer.
When you open up the Order Detail Screen from within Replenishment Planner, you will see that the Compartments button is grayed out.
Keywords: Compartments, Replenishment Planner
References: None |
Problem Statement: What are the debug.ini files used for in version 7.7.4? | Solution: The new ini file was added especially to diagnose results of Optimization under release mode. The setting are turned off by default so that no additional tracing or files are created in 7.7.4 that might affect overall performance. Customers can safely ignore the new 'debugtrace.ini' file that is getting created in version 7.7.4. In future versions, we will stop this creation of 'debugtrace.ini' file with release versions of software and strictly use it 'in-house' for tracing purposes.
Keywords: Debug files
References: None |
Problem Statement: When should I use the reforecast utility? | Solution: Reforecast Utility allows the user to reforecast a terminal, zone, or customer.
The reforecast utility is useful for reforecasting the specified area after a new variable has been introduced into that area. Retail will perform a complete reforecast based upon the new entered variable. These variables could be but are not limited to holiday storm forecaster changes, new fill levels on trucks, or new short load at parameters.
Keywords: None
References: None |
Problem Statement: What settings need to be activated to send gas and diesel on the same truck? | Solution: When shipping gasoline and diesel together, transports that do not have a double bulkhead have to leave an empty compartment between the gasoline and diesel product. The Empty Compartment drop down box allows the user to establish one empty compartment within a compartment type for the purpose of shipping diesel. The user can specify any empty compartment assignments. By selecting a compartment from the list, the user can designate that compartment as the compartment that should be empty to facilitate the shipping of diesel. When a shipment is split between diesel fuel and gasoline, diesel is shipped in compartments with double walls. The Compartment Double Wall check boxes specify where double walls exist between compartments. A selected Compartment Double Wall check box indicates the existence of a double wall. When the user identifies the location of a double wall, the software automatically creates Diesel Compartment Groups. A check box next to the Diesel Compartment Group identifies that group as a viable shipping option for diesel fuel. If a box isn't checked, the specified group of compartments is off limits to diesel fuel. These Diesel Compartment Groups specify the compartment combinations for shipping gasoline and diesel fuel on the same shipment. A Diesel Compartment Group cannot have a value of zero, since the fact that the group was activated indicates there exists a possibility of carrying diesel in the compartment.
Keywords: None
References: None |
Problem Statement: Is the 7.7.2 license file compatible with older versions of Retail? | Solution: The new license file is backward compatible
Keywords: -------- License key
References: None |
Problem Statement: What does blue text in the optimizer indicate? | Solution: A load that is totally blue colored in the optimizer is a load when the TIM unloading instructions can not be generated. This will normally occur for loads that have been manually changed by the dispatcher. If you remove the order from the truck and remove any locked load status and replace this load on the truck the load should return to normal.
Keywords: Blue Text
TIM
References: None |
Problem Statement: How can I exception process all station assigned to the same site id? | Solution: During exception processing of a given site, if the customer number is one of multiple customer numbers associated with the site, data quality information for all customer numbers related to a single site can be subsequently viewed. This information displays after you accept, override, or skip processing for the site that requires exception processing.
Keywords: Site ID
Data Quality Manager
Exception Processing
References: None |
Problem Statement: What do the Expected Sales Represent in the Data Quality Manager? | Solution: In Data Quality Manager, these figures represent Aspen Retail's calculated estimate of sales for the previous 24 hour period. Expected sales are compared with actual reported sales (Yesterday's Sales) to identify erroneous sales reported by the Customer. As a backup, Aspen Retail will utilize average sales as expected sales if historical sales information is not available to generate expected sales values
Key words
Calculated Sales
Keywords: None
References: None |
Problem Statement: When is it appropriate to select Use Estimates | Solution: The ?Use Estimates? check box on the DQM panel allows a Dispatcher to tell the Forecaster to write the Expected Sales value for the day being processed instead of the Actual Sales values. The conditions when it would be appropriate to check this box are when the Actual Sales for the day are outside the range of normal activity and you would like the Sales Trends to reflect the Estimated Sales rather than this unusual Actual Figure.
Checking this box saves the Dispatcher the need to go back and review or update the Sales Trends to make sure these unnaturally high or low sales figures are not throwing off the normally smooth trending of sales estimates.
Keywords: Use Estimates
References: None |
Problem Statement: How does the metered sales service process data? | Solution: This table is used to pass incremental Point-Of-Sales information from an
external system to AFO, using the Metered Sales NT Service. The
Metered Sales NT Service also updates some TPS tables. In turn,
TCIF_METEREDSALES creates input to another service, the Sales Import NT
Service.
An external process inserts records in this table with the new information flag
(N_INFO_FLG) set to ?T.? As the Aspen Metered Sales Service runs, it
repeatedly selects records from this table where N_INFO_FLG =?T.? After
processing, it sets each record's N_INFO_FLG to ?F.? A mainframe process is
responsible for removing old records that have been read.
This services read all of the groups in numerical. For each of the groups, we read all of the terminals, in numerical order. Finally, for each terminal we read all of its stations, in numerical order. For each station, we read its metered sales records with n_info_flg = 'T' and process them as a group.
If we have two groups, two terminals per group, and two stations per terminal, the records for the stations would be processed in the following order:
G=1, T=1, S=1
G=1, T=1, S=2
G=1, T=2, S=3
G=1, T=2, S=4
G=2, T=3, S=5
G=2, T=3, S=6
G=2, T=4, S=7
G=2, T=4, S=8
Keywords: None
References: None |
Problem Statement: This knowledge base article describes the typical problems that may go wrong during an upgrade of Aspen Fleet Optimizer. | Solution: Aspen Fleet Optimizer upgrades are complex and problems may occur in several places if the upgrade is not planned properly. Here are a few of the most common problem areas and best practices to avoid them.
License File Issues:
The best way to avoid license file issues is to send a current copy of your license to the AspenTech support staff. This will allow us to review the new license file to ensure that it contains the correct keys and is configured to work in your environment.
Scripting Issues:
The Fleet Optimizer upgrade scripts are standard scripts which should run against any standard Aspen Fleet Optimizer database. In order to ensure that these scripts will run correctly we recommend that prior to running the scripts at your site a full database dump is provided to the AspenTech support staff. AspenTech will then run the upgrade scripts against your database to ensure they correctly upgrade the database table structure. AspenTech support will e-mail any modified scripts that are need directly to the client.
It is important that the database dump sent to AspenTech contains recent production data as well as database users to ensure that scripts tested against your database in our environment will work when they are executed against the database in your environment.
Software Application Issues
AspenTech thoroughly tests Aspen Fleet Optimizer using simulated user testing for each release test cycle. Our simulated user testing is conducted largely based on actual test cases received from our customers. AspenTech would like to incorporate any test cases that relate to the dispatch processes specific to your site into the testing phase of our planned release cycle. Please send your test cases to AspenTech support.
Ini File Settings
It is important to ensure the ini files used in your testing of Aspen Fleet Optimizer correctly match the ini files that are used in production.
Keywords: None
References: None |
Problem Statement: How does Aspen Fleet Optimizer calculate Must Go vs. Can Go work? | Solution: Each load has a delivery window composed of the earliest and latest times the load may be delivered to the site. For inventory management accounts, these times are calculated; for order entry accounts, the window is given or based on the requested shift. The shift running times for each truck are setup. Delivery time restrictions for the customer, driving times, loading times, and unloading times are also setup. Given these parameters, the system determines for each load which delivery shifts can be utilized to perform the work. The system prioritizes doing work on a shift if the shift being optimized is the last shift (Must Go) on which the load can go satisfying all timing requirements.
If there is not enough Must Go work to fill out the shift, the system will look for Can Go work (work that can be done on the shift but can also be done on a future shift) to fill in the gaps
Key words
Must go
Can go
Keywords: None
References: None |
Problem Statement: Where can I locate the Initialization (INI) Files for Aspen Fleet Optimizer | Solution: The INI files are located on your system in the following directory:
C:\Program Files\Common Files\AspenTech Shared\Settings
Warning: INI files are registered at this location during Aspen Retail installation. Moving them from this location will cause the system to function incorrectly
Key words
INI Files
Installation
Keywords: None
References: None |
Problem Statement: How can I match TPS_SALESSEG.GASNUM and TPS_GASRECS.GASNUM? | Solution: TPS_SALESSEG.GASNUM starts at 0 and the TPS_GASRECS.GASNUM starts at 1, but once you correct for that, they are equal. If you have 3 products at a station, you will see the customized entries for the TPS_SALESSEG.GASNUM values for SALES1SEG, SALES2SEG, etc ? for GASNUM 0 -2, once you get past this, there will be the default entries for these sales segs, i.e. 30, 30, 30, 10 for SALES1SEG, SALES2SEG, SALES3SEG, and SALES4SEG.
To put it simply, TPS_SALESSEG.GASNUM = TPS_GASRECS.GASNUM -1
Keywords: TPS_SALESSEG.GASNUM
References: None |
Problem Statement: Numorders value is 0 and should have been updated to 1 | Solution: The most common situation that could cause this problem is the following set of circumstances:
1. User or process A (Manord) takes control of the customer and imports the order but has not finished updating the customer
2. User or process B (??) takes control of the customer (usually via a Reset Stations or a Manual Override when opening the Optimizer)
3. User or process A thinks they have updated the customer and exits
4. User or process B exits and updates customer with settings (such as Numorders = 0) that were updated by User or process A, but are overwritten because they exit later than User or process A
One way to diagnose this problem is to look at the user error logs and look for stations being reset for the customers in which problems have occurred. The following type of entry shows up in the dberrlog when an override has occurred (in this case for group 404):
A t : 0 9 / 1 3 / 2 0 0 6 1 0 : 4 3 A M
S o u r c e : w r i t e S t a t i o n s O v e r r i d e I n P r o c e s s
M s g : p r o c U s e r I d = S D O W T S 5 \ T C 0 0 0 5 2 9 , p r o c I d = W I N O P T . E X E . O v e r r i d e l o c k s f o r G r o u p 4 0 4 , T e r m i n a l 0 , Z o n e 0
The following type of entry shows in the dberrlog when a reset has occurred (in this case for station 186):
A t : 0 9 / 1 5 / 2 0 0 6 0 1 : 2 7 P M
S o u r c e : w r i t e O v e r r i d e I n P r o c e s s
M s g : p r o c U s e r I d = S D O W T S 5 \ T C 0 0 0 5 2 9 , p r o c I d = S U P P L Y . E X E . O v e r r i d e l o c k f o r S t a t i o n 1 8 6
Keywords: Concurrancy
References: None |
Problem Statement: How does the MaxMinDaySupply setting in customize.ini work? | Solution: This setting minimizes the problem of a station receiving more than 30 days of product supply under certain conditions. With this setting enabled, the forecasting logic will schedule a delivery of the first runout product to meet the minimum days supply (set up at the customer level) and use the remainder of the truck?s capacity to maximize the minimum days supply for the second runout product. This will, in effect, extend the runout time of the next order forecasted because there is some quantity included for the second product in the current order. For metered trucks, this change works only for non-TIM customers. For sealed and metered trucks it works for both TIM and non-TIM customers.
Acceptable Values:
0 = Normal forecasting.
1 = Maximize the minimum day supply quantity for the next runout product.
Use this setting with customers that have a combination of high and very low sales tanks setup with large storage capacity. Applies to forecasted customers only. Applies only when trucks are configured to use weight-by-axle.
Keywords: None
References: None |
Problem Statement: The Customer Set-Up requires that if a minimum quantity size is entered, a maximum quantity size is also required. What are the minimum and maximum order size constraints? | Solution: This maximum size can simply be a size larger than would be scheduled on any trucks to avoid it causing any delivery constraints where there are none desired.
Keywords: None
References: None |
Problem Statement: When is ADS updated? | Solution: ADS, or Average Daily Sales, is updated only when a new Sales or Inventory is processed through the Data Quality Manager at the end of a reconciliation cycle. Typically this will be between the hours of 2AM and 8AM. Changes made to the Sales Trends and updated Sales figures will be reflected in the Average Daily Sales only after these activities. Therefore if you are trying to make sure changes you desire to make to Sales Trends are reflected in the Average Daily Sales figure, make sure you make these changes before processing this Customer in the Data Quality Manager for that day.
Keywords: ADS
References: None |
Problem Statement: Which remote access methods does Aspen Fleet Optimizer support? | Solution: Aspen Fleet Optimizer is currently running in a number of client locations through thin client installations using both Citrix and Windows Terminal Services. These methods are an effective way to distribute the software across LAN's and WAN's and provide for very satisfactory user environments for AFO.
Keywords: thin client
References: None |
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