April 4, 2025 • 42 mins
When Karim Ben Dhia founded Adveez in 2011, the company wasn't focused on airports at all - it was building hands-free access control systems for buildings. Today, with nearly 20,000 GSE units monitored worldwide, Adveez stands at the forefront of a technological revolution transforming ground operations at airports globally.
Product and Customer Success Director Matthias Moulinier takes us through this remarkable journey, revealing how their first aviation client simply wanted to prevent competitors from using their equipment on the ramp. That single need quickly expanded into a comprehensive tracking system collecting everything from GPS coordinates to engine hours, shock detection, and battery management data.
What makes GSE telematics fundamentally different from standard vehicle tracking? The lack of standardization. While passenger vehicles have universal OBD connections, every GSE manufacturer implements different systems requiring specialized hardware solutions. This technical challenge became Adveez's opportunity to develop purpose-built systems for the unique airport environment.
Perhaps most revealing is what the data shows about equipment utilization. Despite ramp operators consistently claiming equipment shortages, the metrics tell a different story - no customer ever utilizes more than 80-85% of their equipment simultaneously. This insight allows procurement teams to make data-driven investments rather than reacting to perceived shortages.
Looking forward, Adveez is pioneering innovations like charger management systems to optimize electric GSE infrastructure and camera monitoring to enhance safety. They're also developing AI algorithms that predict maintenance needs based on patterns detected across thousands of operating hours, moving from reactive to predictive operations.
As the industry gradually moves toward factory installations rather than field retrofits, Mathias works closely with manufacturers like Oshkosh to integrate these systems during production. However, challenges remain, particularly the lack of standardized data protocols - a topic currently being addressed in IATA and SAE working groups.
Curious about the future of GSE management or how these systems might benefit your operation? Visit www.adveez.com or connect with their team on LinkedIn to learn more about this rapidly evolving technology.
Looking for reliable and flexible ground support equipment leasing solutions? Look no further than Xcēd! As your trusted partner, Xcēd specializes in tailored operating leases for ground handlers and airlines, offering top-notch equipment and flexible terms to suit your needs. Whether you're seeking the latest electric GSE or traditional equipment, Xcēd has you covered with competitive rates and exceptional customer service. Keep your operations running smoothly and efficiently with Xcēd. Visit xcedgse.com today and soar to new heights with Xcēd Ground Support Equipment Leasing!
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Transcript
Episode Transcript
Available transcripts are automatically generated. Complete accuracy is not guaranteed.
Matt Weitzel (00:19):
We'll see you next time.
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With Xcēd, you're equipped forsuccess today and prepared for
(00:42):
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Xcēd driving excellence on theground year after year.
Explore more at Xcēd.
Matthias Moulinier (00:56):
This is John Pfister.
I'm Brian Yoder.
This is Mathias Moulinier.
This is Willy Martinez and youare listening to GSE Podcast.
Matt Weitzel (01:06):
All right, welcome to the GSE Podcast.
I am Matt Weitzel and I am herewith Matthias Moulinier from
Adveez.
How are you doing today?
Matthias Moulinier (01:16):
I'm good.
Thank you, nice to talk to youfinally, matt.
Matt Weitzel (01:20):
I know We've been talking about doing this podcast
for a really long time.
You have been a listener fromthe beginning.
Matthias Moulinier (01:26):
Yes, since I think day one, I've been
listening to every podcast andgoing to work.
It's like a 30 minutes to 45minutes drive and it's always
good to spend the time withpeople in the industry talking
about GSEs.
Matt Weitzel (01:43):
Well, I really appreciate you always listening.
That means a lot to me and,yeah, hopefully we have a lot of
listeners that are like thatand they wait for the episodes
to come out, so, but yeah, soyou flew in from France, I'm
guessing, and the holidays arealmost coming up, so you got any
plans for the holidays?
Matthias Moulinier (01:59):
Spending time with family for Christmas
and I'm working like three hoursfrom my family, so it's time to
keep up with parents and familyfor Christmas.
Matt Weitzel (02:12):
Yeah, so how did you get into the GSE space?
How did you get in with Adviz?
What does that story look like?
Matthias Moulinier (02:20):
The story is kind of long because when Karim
Bendyar, our CEO, startedAdveez, it was not dedicated to
GSE and to airport application.
When Karim started the companyin 2011, we were doing access
control, so being able to knowwho's going to enter a building
(02:40):
with a hands-free capability, solike the keyless that you have
in your car.
It was the same for buildings,and the goal of Adveez was to do
that for you to get access toyour home without your key.
So you have a fob in yourpocket and it will let you in
your house.
So, but we saw very quickly thatit was difficult to do this
(03:01):
business and we had Avia Partner, a ground handling company in
Europe that says can we havethis access control to make sure
that only Avia Partner, adriver at the airport in
Toulouse, can drive ourequipment?
So we don't want competition todrive our equipment.
So that's how we installed thishands-free access control.
(03:23):
So they had the fob in theirpocket and we were able to lock
the equipment only to the rightpeople.
And as we started thisinstallation, they've requested
new functionality GPS, shock,canned data, analog digital
input from GSEs.
(03:43):
And that was all about thehardware that we've developed
and as we were getting data, wewere like, okay, we need to do
something with all of this, andthis is where we created the
platform to collect every datain doing real-time analysis,
reporting and much more likenearly 12 years later.
(04:05):
So that's how we enter the GSEand the airport application.
Matt Weitzel (04:10):
Yeah, so did you start with them right out of
school?
How did you end up there,though?
Matthias Moulinier (04:15):
So with Adveez, I've done I don't know
if it's available in the US, butin Europe, in France, we can do
our engineering school um, halftime in school and half time in
a company Okay and um, and thisis what I did.
So I did my engineering schooland I was like, uh, two weeks at
school and two weeks after umwithin a company, and when I
(04:39):
started my school I picked upAdviz.
So at that time we were four orfive employees and I've done my
whole career within Advis, fromdeveloping product at the
beginning, moving toinstallation, commissioning,
project management, pre-salesand touching a lot of things
(05:03):
within the company, which isgreat because we've been growing
and it was so much fun and it'sstill so much fun to do a
little bit of everything betweenthe customer, between our
development team, between oursales team and partners that we
have on the market.
Matt Weitzel (05:23):
Yeah, so what is your title at Adveez?
Matthias Moulinier (05:25):
So I am the product and customer success
director at Adveez.
So two I would say two roles.
One about the product, so it'sbuilding the roadmap of what's
going to be our next hardwareand what's going to be the next
feature within the platform forthe next couple of weeks, months
and years.
So this is where I get everyinput from our ongoing customer
(05:49):
that are using the solution andmaking sure that we fit their
needs moving forward.
And the other part that we callthe customer success is
basically the after sales market.
So when we sign the contract,it can be as simple as a couple
of dozen of units all the way upto a few thousand equipment to
(06:12):
be installed.
I am in charge of the team thatis deploying the solution and
doing the follow-up with thecustomer, making sure that we
meet what we have signed andwhat our sales team has provided
during pilots and presentations.
Matt Weitzel (06:30):
Yeah, that makes a lot of sense.
So tell me a little bit aboutadvies in general.
So like what you offer, I knowyou know obviously access
control and GPS, you know fleettracking, but you know kind of
go into the details of yourtotal package offering and then
kind of explain to me how it'sdeveloped, so like where it
(06:52):
began and then where it is todayand then where you kind of see
the technology you know movingtowards in the future.
Yep.
Matthias Moulinier (07:00):
So different parts in the solution.
The first part and I will startwith it is the hardware making
sure that at Veeze we aredeveloping and managing our own
hardware.
So we've developed a hardwarethat is compatible with diesel
equipment, electrical equipment.
We have like 80 voltcapabilities.
(07:20):
So it's like really dedicatedto the GSE market because it's a
very specific type of equipmentwhere you have very old
equipment, where you needanalogic digital information and
on the newest equipment we haveCanvas.
So we've designed our hardwareto collect every type of data on
(07:45):
old equipment and new equipment.
So we are doing the electronicand we are doing the assembly of
the boxes and everything withinToulouse, at our headquarter,
and we are also developing thesoftware that is inside the box,
which is super important for us.
We are installed on GSE thatare powered with a battery and
the goal is to use the lessbattery as we can and making
(08:08):
sure that we don't have anyimpact on the good use of the
GSE.
So hardware, as you said, weare collecting the GPS
information.
We are doing access control, somaking sure that the right
people are using the rightequipment based on their
training, based on theirtraining and capability to drive
equipment.
(08:28):
We're going to record fuellevel, state of charge on
electrical equipment, pressure,engine hours.
Engine hours is a key elementto do fleet management and
preventive maintenance.
So we are tracking engine hourson all of the units and after
we have additional informationthat we will recall as e-stop
(08:52):
specific use of GPU that ispowering an aircraft, a towbar
destructor that is going to havean aircraft in a cradle, so we
can get all of those data.
And one of the otherfunctionalities is speed
reduction.
We can control all of thosedata and one of the other
functionalities is speedreduction.
We can control the speed so wecan activate the speed control
that is already available on theGSE.
(09:12):
You have turtle mode or snailmode on the GSE and we can act
to activate those options.
So this allows us to improvesafety on the airport.
So that's one part of the whole.
Solution is the box itself, andwe are really dedicated to
building and managing the box sowe can adapt our hardware and
(09:35):
our software inside to cover asmuch as we can based on the
customer requirement.
One key element about this ismaking sure that all of the data
are sent somewhere.
So connectivity is a challenge.
So we have today a worldwideconnectivity, so we have
(09:55):
customers that are working indifferent countries in the world
and we don't want to change SIMcards, so we have our internal
SIM card that can managemultiple and every country in
the world, and when all of thosedata are sent out, we received
everything in our platform.
(10:16):
So that's the other part thatwe are developing internally is
what we call the localistplatform.
So this platform is doingreal-time analysis.
So you will have standardfunctionality as a map where you
see all of your GSE, if theyare running, if they are in idle
, if the fuel level is low.
(10:37):
This is where you're going tomanage.
If you, matt, you are able todrive a pushback, and if myself,
mathias, I can drive a loaderor not.
So it's inside the platform.
And after every technical datathat we are getting from the
unit, we have reporting that cando simple analysis and we can
(10:59):
also push data to third-partysoftware that I will come back
after.
So that's for the I would say,the real-time information.
You have dashboards that tellsyou how many units are in use,
how many units are inmaintenance, and after we have a
big part of reporting to doanalysis after a couple of weeks
(11:19):
and months of usage a couple ofweeks and months of usage.
And this is where the fleetmanagement is powerful is that
we can see in real time and withthe reporting, how many
equipment are in use in the sametime and you can basically see
peak usage.
You can see that drivers theywill use some brand and model
(11:43):
more compared to other brand andmodel.
So this is helping alsoprocurement from the company to
say, okay, we see that theCharlotte T137 is well used by
our customer, so let's continueto not the customer, by our user
driver, so let's continue topurchase those because we see
that they are used more comparedto another brand and another
(12:06):
model.
So we have multiple analysislike this and after we have what
we call geofence capability,where so, as I said, you can
draw zone on the airport thatwill reduce the speed.
We can have alerts to say,somebody enter a zone where it
shouldn't go.
And after you have so yeah,alerting capability weekly
(12:28):
reports, daily reports that aresent, based on what you
configure to know how your fleethas been used.
So that's how we are today andmoving forward.
We so we've been collectingdata since 2012.
10 years now with the firstproduct that we've installed in
Toulouse and with all of thosedata we can see now trends about
(12:53):
units that are going inmaintenance every couple of
hundred of hours.
So we've built artificialintelligence algorithm that can
predict when a breakdown isgoing to happen on top of state
of charge when a GSE is pluggedinto a charger.
So we have made many algorithmsbased on AI that are embedded
(13:16):
in the product or that are alsoinside the platform to predict
what's going to happen with GSEbreakdown and so on.
Matt Weitzel (13:23):
That's incredible technology.
You know, the one thing that Ihad never thought about was the
actual user and what GSE theydecided to use.
I think that's reallyinteresting because, just
because of procurement, theprocurement folks at
headquarters think that theywant to buy unit X.
They don't know that the peopleon the ground like unit Y and
(13:46):
they prefer that, even thoughthey have both the options and,
let's say, unit Y is newer, theyalways go with X.
So it's an interesting conceptthat you could share that with
procurement and say, I know,this is a little bit more.
However, our people actuallyuse it, that's what they want
and then try to sway procurementthat way, which I think is a
(14:06):
very, very interesting idea.
So I had not thought about theyou know I always think about,
like safety.
I think about the fleettracking and access control,
where only the you know, theusers that are supposed to be
using that piece of equipmentcan use it.
I've thought of all thosedifferent things and the
benefits, but I never thought ofthat one.
So I think that's super cool.
Matthias Moulinier (14:25):
Yeah, it's super cool, and this is where we
are trying to think about whatpeople need, because fleet
management is becoming more andmore popular on the market.
You've been talking abouttelematics, I think, with every
previous podcast that you had.
Yeah, that's right.
I think that you have a biginterest into this.
So it's becoming more and morepopular and we are trying to
(14:45):
think about what's the nextsteps because, yeah, safety is
super important.
Being able to to reduce thespeed if the seat belt is not
engaged, that's feature that wehave.
That we have today, making surethat, as you said, people are
allowed to drive equipment.
But, yeah, the, the reportingfunction, with every data that
we are collecting, is becomingmore and more popular so what
(15:08):
about downloading softwareupdates to the canvas?
Matt Weitzel (15:13):
Is that something that is possible now, or is that
something you are looking into?
Matthias Moulinier (15:17):
So today we can update our box, the software
that is inside our box,remotely.
So every new version that weare developing we can push it to
our product, can configure ourproduct remotely, which is super
helpful.
Matt Weitzel (15:32):
We don't have to send the technology yeah, no
checks have to go out into themarket.
Matthias Moulinier (15:38):
As we are speaking, we are nearly at
20,000 equipment installedworldwide, so it's something
that was mandatory since day onein our solution.
And being able to upgrade PLCor GSE over the air is one
subject that we are working on,where we could do it through
(16:00):
Ethernet, where we could do itthrough the canvas, and there is
a lot of integration that needsto be done with each
manufacturer.
So as we are getting known moreand more in the market, it's
becoming easier.
That's a subject that we had inthe past couple of years, but
manufacturers, they were maybeafraid about what can you cause
(16:24):
to the GC, because if you arenot doing the upgrade properly,
if you block an equipment, itcan be critical for your
operation.
But yeah, that's a discussion.
Matt Weitzel (16:34):
It just seems to me that with the lack of
technicians I mean, as we allknow, there's a lack of
technicians across allindustries, but also in GSE it
would be very helpful if we getsome of those software updates
automatically, rather thanhaving to have somebody come on
site and physically do it,because there could be other
things, more critical things,that they could be taking care
(16:56):
of out in the market.
But yeah, I was just interestedin that and see if that was
something that y'all weredeveloping.
Matthias Moulinier (17:01):
Yeah, it's coming, we are developing it and
we have a strong discussionwith a couple of manufacturers
that are using our solutiontoday.
But, yeah, it needs to be, Iwould say, with a close
relationship with themanufacturer.
Matt Weitzel (17:16):
So, and then the user interface for AdViz, is
that something you all developedinternally?
Yes, Today.
Matthias Moulinier (17:23):
So we are nearly 50 employees now at Adviz
.
Half of the team is ourengineering team and I would say
that 25% of our team is workingon the product itself, on the
hardware that is installedinside the GSE, 25% is data
scientists that are working onAI and artificial intelligence
(17:46):
and 50% of our team is workingon the backend, with our
database where we store the data, and also the front end, the
platform that we are buildingand the mobile app also that is
used by the end user.
Matt Weitzel (18:00):
So let's talk about, like the North American
market just at the moment.
How do you see ground handlersand airlines, are they starting
to get into this technology?
Or is it mainly themanufacturers in North America
that are using fleet trackingand all that kind of stuff?
Or what are you kind of seeingout there in the market?
North America specific.
Matthias Moulinier (18:22):
So North America has changed recently.
So, let's say, in the past twoto three years.
Our first customer in the usmarket was delta airline in 2014
.
At that time, delta airline wasjust looking at gps position
and engine hours.
I want to know how long eachequipment has been used during
(18:46):
the couple of months deltaairline was doing their
maintenance based on timing.
So gse were going intomaintenance every six months.
So a gse with 50 hours of usageand a gse with doesn't matter
500 hours was getting the samemaintenance.
Yeah, so we had at that timewhat we our.
(19:07):
It was like a light versionwhere we were just collecting
GPS position and engine hoursand just to do the analysis.
In Europe at that time, accesscontrol was like the number one
functionality that we wereinstalling everywhere.
Yeah, but Delta was likefocused on this, so we've
installed three stations withthem.
With this was like focused onthis, so we've installed three
(19:32):
stations with them.
With this and in the past coupleof years now delta airline and
other customers that we have,they are looking more into the
safety, and safety is being ableto know who's driving my
equipment, being able to trainthem based on how they are
driving the equipment with thebox box that we have, we can
detect harsh acceleration, harshbrake, harsh turn if they are
(19:52):
going too fast over a speed bump, and we are providing scoring
for a specific driver, so makingsure that they have their
seatbelt as they are driving.
So this is part of the scoringalso, and those functionalities
are becoming more and morepopular in the US compared to, I
would say, a couple of yearsago, where the simple fleet
(20:14):
management with like GPS andengine hours, was the basic.
Now we are moving to, I wouldsay, another step with more
safety-related questions, withspeed reduction, where you draw
a zone and you make sure thatthe the speed is reduced as you
are approaching an aircraft zone.
So, yes, safety is becoming, Iwould say, the subject number
(20:38):
one on top of the fleetmanagement, where most of the
people in the us they didn'thave any telematic solution, so
they are chasing new equipmentbut they didn't have any
telematic solution.
So they are chasing newequipment but they don't know
how it's used, and that was likehow we sold the solution with
the engine hours to Delta backin 2014.
(21:00):
Install only air start unit inAtlanta and out of 28 units, if
I remember correctly, only nineor 10 of them were used.
So they really quickly had abusiness model to say we have
too much equipment.
When you talk with people onthe ramp, it's always we don't
have enough equipment, we don'thave enough equipment.
(21:22):
When you look at the data,today none of our customer is
going above 80, 85% of equipmentin use in the same time users
of the equipment oh, we don'thave enough.
Matt Weitzel (21:36):
But you can actually physically see now.
Oh, we don't actually needthose extra two or three pieces
of GSE in Fort Worth.
So I think that it's amoney-saving thing as well.
(21:57):
It is, and that's big money.
When you're talking about GSE,Yep, exactly.
But what you're saying is thatthe technology is gaining
traction in North America.
You're starting to see morepeople starting to use fleet
tracking.
Do you integrate with any fleetmanagement systems currently?
Matthias Moulinier (22:13):
So fleet management system, we have our
solution to do fleet managementsystem and after we have
integration with multiple typeof other software.
First type is maintenanceplanning.
So where we are pushing in realtime our meter to those
maintenance planning and theyare doing the schedule, we are
(22:34):
not doing the scheduling.
We have a small module in oursystem.
So I will say, to come back toAvia Partner or Alizia in Europe
, they are smaller company andon one airport you will have 50
to 100 equipment, so using ourmodule is enough to cover their
needs.
(22:54):
As you are talking to the USmarket, which is a big market
Atlanta, you have 2,000equipment Our small module
inside our platform is notstrong enough.
So in this case we are pushingthe data to their maintenance
software.
That is, getting the real-timeinformation and planning when an
equipment needs to come intomaintenance, managing the spare
(23:16):
parts and all of this.
So that's one part of theintegration.
Second part is human resourcessoftware.
Same, you can manually enterthat UMAT met, you can drive
pushbacks, you can do everythingin our platform and say okay,
you have a training until theend of 2025.
(23:37):
At the end of 2025, I willremove your rights from the,
from the platform.
When we are talking with likesmall airport, small company,
our tool is enough.
As you are talking with likebigger customer.
We are talking with, like smallairport small company, our tool
is enough.
As you are talking with, likebigger customer.
We are doing human resourcessoftware because they already
have the training somewhere ontheir site so they don't have to
(23:59):
do double entry into software.
So we are getting name, surname, badge, id and which equipment
they can drive.
It is pushed to us, we push itto the box.
And the third integration iswith flight information system
where, with the data that wehave today, adding the flight
information system, that's ourwork for 2025, making sure that,
(24:26):
based on the flight schedule,we can anticipate if we see that
you don't have enough equipment, if you have every equipment at
the right gate with the rightaircraft.
So that's what's coming in 2014, 2015.
Matt Weitzel (24:40):
2024 and 2025?
Sorry, yeah, that's okay.
I just wanted to make sure,because I'm like man.
I didn't know whether we wentback into the future or what
here.
That's all right.
So is that the biggesttechnology that's coming?
Is that the future, or is thereother stuff that I need to be
made aware of, that I don't knowis coming yet, that you can
talk about?
Matthias Moulinier (24:59):
Yeah, other development integration.
There is solution on the marketfor us at Viz.
If there is a solution on themarket, there is no need to
reinvent the wheel.
What we found at the beginningof at Viz is that we didn't find
any hardware and any platformthat was made for ground support
(25:19):
equipment with like all of thebells and whistles with our
vision.
So we said, ok, let's developthe hardware and let's develop
platform for ground supportequipment.
Today that's like 99% of ourbusiness.
Matt Weitzel (25:38):
We have few other projects but most of our
customer-based is airportapplication.
Yeah, so on that before Iforget.
So how does your box that youinstall your hardware?
How does that differ from justa?
You know, like somebody whodoes fleet tracking for vehicles
, on-road vehicles?
So how do those differ?
Because I imagine they do right, because you know we have
(25:58):
mechanics that may or may notlike to get in there and shut
off this technology sometimes.
So how does your?
And then it's obviously a morerobust environment out there in
the GSE world than it is on road.
So kind of tell me about howyour box differs.
Matthias Moulinier (26:12):
So on road equipment there is a standard
called OBD.
So when you're in your car youhave what we call an OBD plug,
where it's a universal plug.
You can plug a device directlyinto the OBD plug and you will
collect every data from the caror the truck controller that you
have in your car.
(26:33):
On the GSE market there is noregulation.
So JBT is doing something onone side, malahan is doing
something on the other side.
Everybody is doing somethingdifferent.
So and sometimes the data willbe available through CAN,
sometimes it will be availablethrough RS-232, sometimes it
will be just analog and digitalinput.
(26:55):
So this is why we didn't findany hardware that fits this GSE
market.
With voltage about 80 volts Inyour car you have 12 volts, in a
truck you have have 24 volts.
So there is a lot of fleetmanagement system for cars and
trucks on the market and theyare trying to enter the gse
(27:17):
market.
But it's very difficult becausegse are very specific and there
is no standard between everyGSE manufacturer about
telematics, compared to the carmarket where every garage that
you have in the world they havelike a tool that plugs into the
OBD and it's going to log everycode, every error code that you
(27:42):
have in your car and tell youthat's the issue.
This is not available on the onthe gse market, so this is why
I would say adviz is here today.
It's because you need to have ahardware that fits most of the
brand and the model.
Matt Weitzel (27:59):
Yeah, so you've got to have a solution for every
single vehicle that's out there, and there's just no way for
these on-road manufacturers tounderstand and they got to
understand the market and theydon't.
Matthias Moulinier (28:18):
Exactly, yeah, like ignition on.
But if you go a step further,talking about seat belt, speed
reduction, access control, it'sbecoming more difficult for them
too.
Matt Weitzel (28:31):
Yeah, all right.
So what else?
So I had asked you originallysorry I cut you off we were
talking about new developmentscoming up in what we call 2024
and 2025.
And you know, I just kind ofwanted to understand, like you
know, what else is there coming?
Matthias Moulinier (28:48):
One big request that we have is camera
being able to look if the driveris not on his phone, and same
as, I would say, the car market.
There is a lot of camera systemsthat are available on the
market, but when you look at GSE, a lot of them they don't have
(29:09):
any cabs, so it's going to behard to install a camera on them
.
But there is a new demand aboutthis.
So in this case we've partneredwith a camera manufacturer.
We have like two or three inour kind of catalog that, based
on the customer requirement, wesaid, OK, we can get a live
(29:30):
stream of the driver, a livestream of what the driver sees.
We can have a double sidecameras.
There is no physical linkbetween the camera and our box,
but we are discussing more andmore with those manufacturers to
see potential integration, totake action in real time.
(29:52):
Today it's simply getting thedata from those cameras and
putting them into our platform.
So you have the technical datafrom our box and you have the
camera live information from thecamera system that we are using
today.
Matt Weitzel (30:11):
That's cool technology.
You're going to want accesscontrol partnered with that
technology, so that way you canknow who destroyed the camera on
the MA50.
You know what I mean.
Matthias Moulinier (30:22):
And that's a big challenge today, because
those cameras, they are off whenthe ignition is off.
Yeah, so people we see that?
Matt Weitzel (30:30):
Oh, so when they turn off the vehicle, that's
when they smash the cameras?
Matthias Moulinier (30:33):
Yes, they smash it, they put a beanie over
the camera so they can.
So this is where I was tellingabout how and where we need to
go with those camera to dointegration, to be, to be
smarter than the, than thedriver, because those ramp guy
they are very smart and theyalways find a way uh, find a way
(30:56):
to, to, to go around and I cango around the technology.
Yes, I can tell you a storyabout this speed reduction.
We are doing outside but we arealso doing it inside.
So, baggage gallery we areputting beacons at the entrance,
beacons at the exit and whenthe GSE sees the beacon it's
(31:17):
going to activate the speedreduction on the GSE.
So when you enter the baggagegallery it will automatically
reduce the speed until on theGSE.
So when you enter the baggagegallery it will automatically
reduce the speed until you exit.
Okay, and what we were sayingis that when I was talking about
the 80 volt at the beginning,we were wired on like simple 24
volts and people they were likegetting very fast to the beacon,
(31:40):
pressing the e-stop, so we werelosing the battery on our
device, so our device was off.
So when we were going with thespeed it was going under the
beacon and after they were likereleasing the e-stop and when
they were inside they were infull speed.
So that's how we said okay, weneed to have the 80 volts.
(32:02):
So now we are wired on thebattery itself.
So even if they press theemergency stop, we are still on
the main battery, so we stilldetect the beacon.
So we always need to be smarterthan them.
Matt Weitzel (32:16):
Yeah, and this is where experience pays off right.
I mean, you would never enterthe market knowing that that
could be a possibility.
That's something you can onlylearn through experience.
So do you all put any kind oftracking devices on
non-motorized, and are youseeing any kind of traction on
that picking up?
Matthias Moulinier (32:34):
Yes, so we also have a device that has its
own battery or same, with theworldwide connectivity.
So and will be installed on towbars, dollies, tow stairs,
anything that is non-motorizedand being able to locate them.
That's, I would say, the mainrequirement.
(32:55):
So if we have our motorizedequipment nearby, the message
can go through the device on themotorized to save some battery
on our non-motorized device.
But if somebody from anotherground handling company is
taking your dollies and you areon the other side of the airport
, the device has its own GPS andown 4G and 5G connectivity to
(33:21):
send the data if there is nomotorized equipment nearby.
Matt Weitzel (33:25):
Wow, that's impressive.
Okay, yeah, so is that like apopular thing, or is that less
popular than on the?
Matthias Moulinier (33:32):
motorized.
It's less popular because thebusiness case is more complex.
Matt Weitzel (33:36):
Yeah, that's what I would imagine.
Matthias Moulinier (33:38):
So there is more and more requests.
I will say a customer that wehave since a couple of years
where they've already worked onthe business case on the
motorized.
They want to say, okay, what'sthe next steps?
And the next steps is probablythe non-motorized, but this is
not what we always start withbecause, as we've discussed
(33:59):
before, price of GSE isexpensive.
Matt Weitzel (34:04):
Yeah, it's only going up.
Matthias Moulinier (34:05):
And being able to do fleet management on
those high costs is easier tomanage compared to the
non-motorized All right.
Matt Weitzel (34:13):
So what else?
What else have I missed?
What else have I not asked youabout that we wanted to cover
off on today.
Matthias Moulinier (34:19):
Something that I've missed, that is coming
I would say 2024, 2025, is thefleet management for charger.
So we've been doing fleetmanagement for ground support
equipment and we had like acouple of airlines and ground
handling company in Europe thatare like struggling and I think
they are all struggling about doI have enough charger and how
(34:42):
many charger do I need?
Today we see that everybody isinstalling charger, but what we
see with the data that we haveis that people are just leaving
the GSE at the charger, thecharge is finished and it could
be just a free space.
And we had discussion with withGabriel from Everest.
(35:03):
He was like there is probablysomething to do and so we've
developed like a product thatcollects the data in real time
from the charger.
So we know when the charge isfinished, we know if there is.
You know, sometimes the peoplethey are just plugging the
charger, they press let's charge, but they don't look if it's
(35:24):
working.
So if there is an issue on thecharger, the next shift is
coming and it's still I don'tknow 40%.
So with the device that we havedeveloped, we can collect the
data in real time, send alertswhen the charge is finished,
send an alert with if thetemperature of the lithium
(35:45):
battery is going too high, ifthere is some issue that can be
detected in advance and beingable to help airports and
airlines and ground handlingcompany to size their charger.
Today they are just buyingcharger because they think that
they don't have enough, which isthe case.
They don't have enough, butthey don't know.
Matt Weitzel (36:07):
But at a certain point they will, and you'll help
them understand when that isExactly so same, I would say
same mindset.
Matthias Moulinier (36:15):
we've developed a box that goes into
the charger.
There is charger manufactureron the market.
They already have theconnectivity embedded.
So in this case we are justasking for the data and we have
in the platform same platform.
So every data goes into thesame platform, every charger.
So you have in real time onyour map who's charging, who's
(36:36):
free, who has a fault, where thecharge has been is finished and
making sure that you are usingcorrectly the charger.
So we have our box for chargersthat are not connected, where
we get the data and we push itto our platform and some other
manufacturer, we just collectthe data, gotcha.
Matt Weitzel (36:57):
Yeah, that's great , I mean, and Gabe's a friend of
the podcast he's been onExactly.
Matthias Moulinier (37:02):
Yeah so thanks, gabe.
Matt Weitzel (37:04):
All right, I had one last question.
Oh, did you have something else?
Matthias Moulinier (37:08):
I wanted to say it's the same spirit with
GSE manufacturer.
We've talked a lot about groundhandling company and airline
but we are building a strongrelationship with some GSE
manufacturer and I will just saythank you to JBT because we are
at JBT today.
Matt Weitzel (37:24):
Yes, we are.
Yes, Thank you for letting ususe your space once again here
at JBT headquarters.
Thank you.
Matthias Moulinier (37:29):
So I had a meeting with them talking about
our next generation of product,making sure the functionality
that we integrate in our system,and so we are working with
manufacturers to collect a lotof data from their GSE to do
predictive maintenance.
But if there is a customer thatare using GSE with technology
(37:54):
that is already available, wecan do integration.
And we've done integration withsome manufacturers where they
have a telematics.
We've done integration withsome manufacturer where they
have a telematics.
If we don't bring and add valueon top of their telematics, we
can just get our data into ourplatform and the rest of the
fleet.
They can put our system so theyhave a view of the whole fleet.
(38:17):
Gotcha, that's awesome.
This telematics subject is inevery GSE manufacturer's mind.
So the goal is to havesomething that is universal
between each GSE manufacturer soit can be an advice box.
It can be a competition tocollect, I would say, 10 data
(38:39):
points that are standard.
Every GSE manufacturer shouldat some point come to an
agreement to say, okay, we agreeto share those 10 data points,
which is not the case today.
So part of the IATA and SAEmeetings is there is a subject
on telematics to see howeverybody needs to work together
(39:00):
to simplify telematicsintegration needs to work
together to simplify telematicsintegration.
Today we are doing more andmore installation at the factory
.
Because doing installation whenGCR are in the field it's
difficult, it's taking a lot ofmanpower and it's not always
fully integrated in the best way.
So when we are doing it at thefactory it's so much simpler,
(39:26):
it's fully integrated with themanufacturer, you have the
wiring diagram and theschematics and everything.
So everybody is happy.
But today there is no standard.
So the GC industry needs towork on the standard on this.
Matt Weitzel (39:40):
I agree.
So can you tell us whichmanufacturers you work with, or
is that confidential?
Matthias Moulinier (39:46):
No, it's not .
We have today JBT, we haveHermarel in France, we have
Guangtai in Asia and we have acouple of other manufacturers
that we are discussing withright now where we are close to
a final agreement.
I cannot say the name, butthere's two or three that are
(40:09):
coming soon, coming soon.
Matt Weitzel (40:11):
Stay tuned, guys.
Exactly Awesome, all right, andthen, where can people go to
find out more about Adveez?
Can they visit your website?
What's your website?
Matthias Moulinier (40:21):
So website wwwadvizcom.
You have every informationneeded about the whole solution.
We are posting all of ourupdates into LinkedIn and they
can reach our sales team.
If there is any questions,comments.
But yeah, the website is theway to go.
Yeah, awesome.
Well, thank you, website is theway to go.
Matt Weitzel (40:43):
Yeah, awesome.
Well, thank you so much, unlessthere's anything else, I think
we've covered a lot of stuffhere, and I've loved learning
more about the AVs and theproduct.
Matthias Moulinier (40:52):
No, that's all I have.
Thank you, matt, for thepodcast.
I think it's a great way tomake GSE, I would say, available
for everybody and making surethat we all know about what
everybody is doing, and it wasgreat to be here with you.
Matt Weitzel (41:07):
I appreciate it, man.
Thank you so much for your timeand that'll do it for Matt and
Matthias.
Thanks for tuning in.
Thanks, matt.
Thank you for tuning in to thisepisode of the GSE podcast.
We hope you found itinformative and engaging.
If this episode resonated withyou, please share it with your
(41:28):
colleagues and peers in theground support equipment
community.
Your support is invaluable tous.
We'd appreciate it if you couldtake a moment to rate and
review our podcast.
Your feedback not onlyencourages us, but also helps
expand our reach within the GSEcommunity.
Keep an eye out for moreepisodes as we continue to
explore the dynamic world ofground operations, bringing you
(41:49):
the latest trends, insights andstories from the industry.
Thank you for listening to theGSE Podcast.
Until we meet again, staygrounded and keep pushing
forward.
We'll see you next time.
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(00:42):
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Matthias Moulinier (00:56):
This is John Pfister.
I'm Brian Yoder.
This is Mathias Moulinier.
This is Willy Martinez and youare listening to GSE Podcast.
Matt Weitzel (01:06):
All right, welcome to the GSE Podcast.
I am Matt Weitzel and I am herewith Matthias Moulinier from
Adveez.
How are you doing today?
Matthias Moulinier (01:16):
I'm good.
Thank you, nice to talk to youfinally, matt.
Matt Weitzel (01:20):
I know We've been talking about doing this podcast
for a really long time.
You have been a listener fromthe beginning.
Matthias Moulinier (01:26):
Yes, since I think day one, I've been
listening to every podcast andgoing to work.
It's like a 30 minutes to 45minutes drive and it's always
good to spend the time withpeople in the industry talking
about GSEs.
Matt Weitzel (01:43):
Well, I really appreciate you always listening.
That means a lot to me and,yeah, hopefully we have a lot of
listeners that are like thatand they wait for the episodes
to come out, so, but yeah, soyou flew in from France, I'm
guessing, and the holidays arealmost coming up, so you got any
plans for the holidays?
Matthias Moulinier (01:59):
Spending time with family for Christmas
and I'm working like three hoursfrom my family, so it's time to
keep up with parents and familyfor Christmas.
Matt Weitzel (02:12):
Yeah, so how did you get into the GSE space?
How did you get in with Adviz?
What does that story look like?
Matthias Moulinier (02:20):
The story is kind of long because when Karim
Bendyar, our CEO, startedAdveez, it was not dedicated to
GSE and to airport application.
When Karim started the companyin 2011, we were doing access
control, so being able to knowwho's going to enter a building
(02:40):
with a hands-free capability, solike the keyless that you have
in your car.
It was the same for buildings,and the goal of Adveez was to do
that for you to get access toyour home without your key.
So you have a fob in yourpocket and it will let you in
your house.
So, but we saw very quickly thatit was difficult to do this
(03:01):
business and we had Avia Partner, a ground handling company in
Europe that says can we havethis access control to make sure
that only Avia Partner, adriver at the airport in
Toulouse, can drive ourequipment?
So we don't want competition todrive our equipment.
So that's how we installed thishands-free access control.
(03:23):
So they had the fob in theirpocket and we were able to lock
the equipment only to the rightpeople.
And as we started thisinstallation, they've requested
new functionality GPS, shock,canned data, analog digital
input from GSEs.
(03:43):
And that was all about thehardware that we've developed
and as we were getting data, wewere like, okay, we need to do
something with all of this, andthis is where we created the
platform to collect every datain doing real-time analysis,
reporting and much more likenearly 12 years later.
(04:05):
So that's how we enter the GSEand the airport application.
Matt Weitzel (04:10):
Yeah, so did you start with them right out of
school?
How did you end up there,though?
Matthias Moulinier (04:15):
So with Adveez, I've done I don't know
if it's available in the US, butin Europe, in France, we can do
our engineering school um, halftime in school and half time in
a company Okay and um, and thisis what I did.
So I did my engineering schooland I was like, uh, two weeks at
school and two weeks after umwithin a company, and when I
(04:39):
started my school I picked upAdviz.
So at that time we were four orfive employees and I've done my
whole career within Advis, fromdeveloping product at the
beginning, moving toinstallation, commissioning,
project management, pre-salesand touching a lot of things
(05:03):
within the company, which isgreat because we've been growing
and it was so much fun and it'sstill so much fun to do a
little bit of everything betweenthe customer, between our
development team, between oursales team and partners that we
have on the market.
Matt Weitzel (05:23):
Yeah, so what is your title at Adveez?
Matthias Moulinier (05:25):
So I am the product and customer success
director at Adveez.
So two I would say two roles.
One about the product, so it'sbuilding the roadmap of what's
going to be our next hardwareand what's going to be the next
feature within the platform forthe next couple of weeks, months
and years.
So this is where I get everyinput from our ongoing customer
(05:49):
that are using the solution andmaking sure that we fit their
needs moving forward.
And the other part that we callthe customer success is
basically the after sales market.
So when we sign the contract,it can be as simple as a couple
of dozen of units all the way upto a few thousand equipment to
(06:12):
be installed.
I am in charge of the team thatis deploying the solution and
doing the follow-up with thecustomer, making sure that we
meet what we have signed andwhat our sales team has provided
during pilots and presentations.
Matt Weitzel (06:30):
Yeah, that makes a lot of sense.
So tell me a little bit aboutadvies in general.
So like what you offer, I knowyou know obviously access
control and GPS, you know fleettracking, but you know kind of
go into the details of yourtotal package offering and then
kind of explain to me how it'sdeveloped, so like where it
(06:52):
began and then where it is todayand then where you kind of see
the technology you know movingtowards in the future.
Yep.
Matthias Moulinier (07:00):
So different parts in the solution.
The first part and I will startwith it is the hardware making
sure that at Veeze we aredeveloping and managing our own
hardware.
So we've developed a hardwarethat is compatible with diesel
equipment, electrical equipment.
We have like 80 voltcapabilities.
(07:20):
So it's like really dedicatedto the GSE market because it's a
very specific type of equipmentwhere you have very old
equipment, where you needanalogic digital information and
on the newest equipment we haveCanvas.
So we've designed our hardwareto collect every type of data on
(07:45):
old equipment and new equipment.
So we are doing the electronicand we are doing the assembly of
the boxes and everything withinToulouse, at our headquarter,
and we are also developing thesoftware that is inside the box,
which is super important for us.
We are installed on GSE thatare powered with a battery and
the goal is to use the lessbattery as we can and making
(08:08):
sure that we don't have anyimpact on the good use of the
GSE.
So hardware, as you said, weare collecting the GPS
information.
We are doing access control, somaking sure that the right
people are using the rightequipment based on their
training, based on theirtraining and capability to drive
equipment.
(08:28):
We're going to record fuellevel, state of charge on
electrical equipment, pressure,engine hours.
Engine hours is a key elementto do fleet management and
preventive maintenance.
So we are tracking engine hourson all of the units and after
we have additional informationthat we will recall as e-stop
(08:52):
specific use of GPU that ispowering an aircraft, a towbar
destructor that is going to havean aircraft in a cradle, so we
can get all of those data.
And one of the otherfunctionalities is speed
reduction.
We can control all of thosedata and one of the other
functionalities is speedreduction.
We can control the speed so wecan activate the speed control
that is already available on theGSE.
(09:12):
You have turtle mode or snailmode on the GSE and we can act
to activate those options.
So this allows us to improvesafety on the airport.
So that's one part of the whole.
Solution is the box itself, andwe are really dedicated to
building and managing the box sowe can adapt our hardware and
(09:35):
our software inside to cover asmuch as we can based on the
customer requirement.
One key element about this ismaking sure that all of the data
are sent somewhere.
So connectivity is a challenge.
So we have today a worldwideconnectivity, so we have
(09:55):
customers that are working indifferent countries in the world
and we don't want to change SIMcards, so we have our internal
SIM card that can managemultiple and every country in
the world, and when all of thosedata are sent out, we received
everything in our platform.
(10:16):
So that's the other part thatwe are developing internally is
what we call the localistplatform.
So this platform is doingreal-time analysis.
So you will have standardfunctionality as a map where you
see all of your GSE, if theyare running, if they are in idle
, if the fuel level is low.
(10:37):
This is where you're going tomanage.
If you, matt, you are able todrive a pushback, and if myself,
mathias, I can drive a loaderor not.
So it's inside the platform.
And after every technical datathat we are getting from the
unit, we have reporting that cando simple analysis and we can
(10:59):
also push data to third-partysoftware that I will come back
after.
So that's for the I would say,the real-time information.
You have dashboards that tellsyou how many units are in use,
how many units are inmaintenance, and after we have a
big part of reporting to doanalysis after a couple of weeks
(11:19):
and months of usage a couple ofweeks and months of usage.
And this is where the fleetmanagement is powerful is that
we can see in real time and withthe reporting, how many
equipment are in use in the sametime and you can basically see
peak usage.
You can see that drivers theywill use some brand and model
(11:43):
more compared to other brand andmodel.
So this is helping alsoprocurement from the company to
say, okay, we see that theCharlotte T137 is well used by
our customer, so let's continueto not the customer, by our user
driver, so let's continue topurchase those because we see
that they are used more comparedto another brand and another
(12:06):
model.
So we have multiple analysislike this and after we have what
we call geofence capability,where so, as I said, you can
draw zone on the airport thatwill reduce the speed.
We can have alerts to say,somebody enter a zone where it
shouldn't go.
And after you have so yeah,alerting capability weekly
(12:28):
reports, daily reports that aresent, based on what you
configure to know how your fleethas been used.
So that's how we are today andmoving forward.
We so we've been collectingdata since 2012.
10 years now with the firstproduct that we've installed in
Toulouse and with all of thosedata we can see now trends about
(12:53):
units that are going inmaintenance every couple of
hundred of hours.
So we've built artificialintelligence algorithm that can
predict when a breakdown isgoing to happen on top of state
of charge when a GSE is pluggedinto a charger.
So we have made many algorithmsbased on AI that are embedded
(13:16):
in the product or that are alsoinside the platform to predict
what's going to happen with GSEbreakdown and so on.
Matt Weitzel (13:23):
That's incredible technology.
You know, the one thing that Ihad never thought about was the
actual user and what GSE theydecided to use.
I think that's reallyinteresting because, just
because of procurement, theprocurement folks at
headquarters think that theywant to buy unit X.
They don't know that the peopleon the ground like unit Y and
(13:46):
they prefer that, even thoughthey have both the options and,
let's say, unit Y is newer, theyalways go with X.
So it's an interesting conceptthat you could share that with
procurement and say, I know,this is a little bit more.
However, our people actuallyuse it, that's what they want
and then try to sway procurementthat way, which I think is a
(14:06):
very, very interesting idea.
So I had not thought about theyou know I always think about,
like safety.
I think about the fleettracking and access control,
where only the you know, theusers that are supposed to be
using that piece of equipmentcan use it.
I've thought of all thosedifferent things and the
benefits, but I never thought ofthat one.
So I think that's super cool.
Matthias Moulinier (14:25):
Yeah, it's super cool, and this is where we
are trying to think about whatpeople need, because fleet
management is becoming more andmore popular on the market.
You've been talking abouttelematics, I think, with every
previous podcast that you had.
Yeah, that's right.
I think that you have a biginterest into this.
So it's becoming more and morepopular and we are trying to
(14:45):
think about what's the nextsteps because, yeah, safety is
super important.
Being able to to reduce thespeed if the seat belt is not
engaged, that's feature that wehave.
That we have today, making surethat, as you said, people are
allowed to drive equipment.
But, yeah, the, the reportingfunction, with every data that
we are collecting, is becomingmore and more popular so what
(15:08):
about downloading softwareupdates to the canvas?
Matt Weitzel (15:13):
Is that something that is possible now, or is that
something you are looking into?
Matthias Moulinier (15:17):
So today we can update our box, the software
that is inside our box,remotely.
So every new version that weare developing we can push it to
our product, can configure ourproduct remotely, which is super
helpful.
Matt Weitzel (15:32):
We don't have to send the technology yeah, no
checks have to go out into themarket.
Matthias Moulinier (15:38):
As we are speaking, we are nearly at
20,000 equipment installedworldwide, so it's something
that was mandatory since day onein our solution.
And being able to upgrade PLCor GSE over the air is one
subject that we are working on,where we could do it through
(16:00):
Ethernet, where we could do itthrough the canvas, and there is
a lot of integration that needsto be done with each
manufacturer.
So as we are getting known moreand more in the market, it's
becoming easier.
That's a subject that we had inthe past couple of years, but
manufacturers, they were maybeafraid about what can you cause
(16:24):
to the GC, because if you arenot doing the upgrade properly,
if you block an equipment, itcan be critical for your
operation.
But yeah, that's a discussion.
Matt Weitzel (16:34):
It just seems to me that with the lack of
technicians I mean, as we allknow, there's a lack of
technicians across allindustries, but also in GSE it
would be very helpful if we getsome of those software updates
automatically, rather thanhaving to have somebody come on
site and physically do it,because there could be other
things, more critical things,that they could be taking care
(16:56):
of out in the market.
But yeah, I was just interestedin that and see if that was
something that y'all weredeveloping.
Matthias Moulinier (17:01):
Yeah, it's coming, we are developing it and
we have a strong discussionwith a couple of manufacturers
that are using our solutiontoday.
But, yeah, it needs to be, Iwould say, with a close
relationship with themanufacturer.
Matt Weitzel (17:16):
So, and then the user interface for AdViz, is
that something you all developedinternally?
Yes, Today.
Matthias Moulinier (17:23):
So we are nearly 50 employees now at Adviz
.
Half of the team is ourengineering team and I would say
that 25% of our team is workingon the product itself, on the
hardware that is installedinside the GSE, 25% is data
scientists that are working onAI and artificial intelligence
(17:46):
and 50% of our team is workingon the backend, with our
database where we store the data, and also the front end, the
platform that we are buildingand the mobile app also that is
used by the end user.
Matt Weitzel (18:00):
So let's talk about, like the North American
market just at the moment.
How do you see ground handlersand airlines, are they starting
to get into this technology?
Or is it mainly themanufacturers in North America
that are using fleet trackingand all that kind of stuff?
Or what are you kind of seeingout there in the market?
North America specific.
Matthias Moulinier (18:22):
So North America has changed recently.
So, let's say, in the past twoto three years.
Our first customer in the usmarket was delta airline in 2014
.
At that time, delta airline wasjust looking at gps position
and engine hours.
I want to know how long eachequipment has been used during
(18:46):
the couple of months deltaairline was doing their
maintenance based on timing.
So gse were going intomaintenance every six months.
So a gse with 50 hours of usageand a gse with doesn't matter
500 hours was getting the samemaintenance.
Yeah, so we had at that timewhat we our.
(19:07):
It was like a light versionwhere we were just collecting
GPS position and engine hoursand just to do the analysis.
In Europe at that time, accesscontrol was like the number one
functionality that we wereinstalling everywhere.
Yeah, but Delta was likefocused on this, so we've
installed three stations withthem.
With this was like focused onthis, so we've installed three
(19:32):
stations with them.
With this and in the past coupleof years now delta airline and
other customers that we have,they are looking more into the
safety, and safety is being ableto know who's driving my
equipment, being able to trainthem based on how they are
driving the equipment with thebox box that we have, we can
detect harsh acceleration, harshbrake, harsh turn if they are
(19:52):
going too fast over a speed bump, and we are providing scoring
for a specific driver, so makingsure that they have their
seatbelt as they are driving.
So this is part of the scoringalso, and those functionalities
are becoming more and morepopular in the US compared to, I
would say, a couple of yearsago, where the simple fleet
(20:14):
management with like GPS andengine hours, was the basic.
Now we are moving to, I wouldsay, another step with more
safety-related questions, withspeed reduction, where you draw
a zone and you make sure thatthe the speed is reduced as you
are approaching an aircraft zone.
So, yes, safety is becoming, Iwould say, the subject number
(20:38):
one on top of the fleetmanagement, where most of the
people in the us they didn'thave any telematic solution, so
they are chasing new equipmentbut they didn't have any
telematic solution.
So they are chasing newequipment but they don't know
how it's used, and that was likehow we sold the solution with
the engine hours to Delta backin 2014.
(21:00):
Install only air start unit inAtlanta and out of 28 units, if
I remember correctly, only nineor 10 of them were used.
So they really quickly had abusiness model to say we have
too much equipment.
When you talk with people onthe ramp, it's always we don't
have enough equipment, we don'thave enough equipment.
(21:22):
When you look at the data,today none of our customer is
going above 80, 85% of equipmentin use in the same time users
of the equipment oh, we don'thave enough.
Matt Weitzel (21:36):
But you can actually physically see now.
Oh, we don't actually needthose extra two or three pieces
of GSE in Fort Worth.
So I think that it's amoney-saving thing as well.
(21:57):
It is, and that's big money.
When you're talking about GSE,Yep, exactly.
But what you're saying is thatthe technology is gaining
traction in North America.
You're starting to see morepeople starting to use fleet
tracking.
Do you integrate with any fleetmanagement systems currently?
Matthias Moulinier (22:13):
So fleet management system, we have our
solution to do fleet managementsystem and after we have
integration with multiple typeof other software.
First type is maintenanceplanning.
So where we are pushing in realtime our meter to those
maintenance planning and theyare doing the schedule, we are
(22:34):
not doing the scheduling.
We have a small module in oursystem.
So I will say, to come back toAvia Partner or Alizia in Europe
, they are smaller company andon one airport you will have 50
to 100 equipment, so using ourmodule is enough to cover their
needs.
(22:54):
As you are talking to the USmarket, which is a big market
Atlanta, you have 2,000equipment Our small module
inside our platform is notstrong enough.
So in this case we are pushingthe data to their maintenance
software.
That is, getting the real-timeinformation and planning when an
equipment needs to come intomaintenance, managing the spare
(23:16):
parts and all of this.
So that's one part of theintegration.
Second part is human resourcessoftware.
Same, you can manually enterthat UMAT met, you can drive
pushbacks, you can do everythingin our platform and say okay,
you have a training until theend of 2025.
(23:37):
At the end of 2025, I willremove your rights from the,
from the platform.
When we are talking with likesmall airport, small company,
our tool is enough.
As you are talking with likebigger customer.
We are talking with, like smallairport small company, our tool
is enough.
As you are talking with, likebigger customer.
We are doing human resourcessoftware because they already
have the training somewhere ontheir site so they don't have to
(23:59):
do double entry into software.
So we are getting name, surname, badge, id and which equipment
they can drive.
It is pushed to us, we push itto the box.
And the third integration iswith flight information system
where, with the data that wehave today, adding the flight
information system, that's ourwork for 2025, making sure that,
(24:26):
based on the flight schedule,we can anticipate if we see that
you don't have enough equipment, if you have every equipment at
the right gate with the rightaircraft.
So that's what's coming in 2014, 2015.
Matt Weitzel (24:40):
2024 and 2025?
Sorry, yeah, that's okay.
I just wanted to make sure,because I'm like man.
I didn't know whether we wentback into the future or what
here.
That's all right.
So is that the biggesttechnology that's coming?
Is that the future, or is thereother stuff that I need to be
made aware of, that I don't knowis coming yet, that you can
talk about?
Matthias Moulinier (24:59):
Yeah, other development integration.
There is solution on the marketfor us at Viz.
If there is a solution on themarket, there is no need to
reinvent the wheel.
What we found at the beginningof at Viz is that we didn't find
any hardware and any platformthat was made for ground support
(25:19):
equipment with like all of thebells and whistles with our
vision.
So we said, ok, let's developthe hardware and let's develop
platform for ground supportequipment.
Today that's like 99% of ourbusiness.
Matt Weitzel (25:38):
We have few other projects but most of our
customer-based is airportapplication.
Yeah, so on that before Iforget.
So how does your box that youinstall your hardware?
How does that differ from justa?
You know, like somebody whodoes fleet tracking for vehicles
, on-road vehicles?
So how do those differ?
Because I imagine they do right, because you know we have
(25:58):
mechanics that may or may notlike to get in there and shut
off this technology sometimes.
So how does your?
And then it's obviously a morerobust environment out there in
the GSE world than it is on road.
So kind of tell me about howyour box differs.
Matthias Moulinier (26:12):
So on road equipment there is a standard
called OBD.
So when you're in your car youhave what we call an OBD plug,
where it's a universal plug.
You can plug a device directlyinto the OBD plug and you will
collect every data from the caror the truck controller that you
have in your car.
(26:33):
On the GSE market there is noregulation.
So JBT is doing something onone side, malahan is doing
something on the other side.
Everybody is doing somethingdifferent.
So and sometimes the data willbe available through CAN,
sometimes it will be availablethrough RS-232, sometimes it
will be just analog and digitalinput.
(26:55):
So this is why we didn't findany hardware that fits this GSE
market.
With voltage about 80 volts Inyour car you have 12 volts, in a
truck you have have 24 volts.
So there is a lot of fleetmanagement system for cars and
trucks on the market and theyare trying to enter the gse
(27:17):
market.
But it's very difficult becausegse are very specific and there
is no standard between everyGSE manufacturer about
telematics, compared to the carmarket where every garage that
you have in the world they havelike a tool that plugs into the
OBD and it's going to log everycode, every error code that you
(27:42):
have in your car and tell youthat's the issue.
This is not available on the onthe gse market, so this is why
I would say adviz is here today.
It's because you need to have ahardware that fits most of the
brand and the model.
Matt Weitzel (27:59):
Yeah, so you've got to have a solution for every
single vehicle that's out there, and there's just no way for
these on-road manufacturers tounderstand and they got to
understand the market and theydon't.
Matthias Moulinier (28:18):
Exactly, yeah, like ignition on.
But if you go a step further,talking about seat belt, speed
reduction, access control, it'sbecoming more difficult for them
too.
Matt Weitzel (28:31):
Yeah, all right.
So what else?
So I had asked you originallysorry I cut you off we were
talking about new developmentscoming up in what we call 2024
and 2025.
And you know, I just kind ofwanted to understand, like you
know, what else is there coming?
Matthias Moulinier (28:48):
One big request that we have is camera
being able to look if the driveris not on his phone, and same
as, I would say, the car market.
There is a lot of camera systemsthat are available on the
market, but when you look at GSE, a lot of them they don't have
(29:09):
any cabs, so it's going to behard to install a camera on them
.
But there is a new demand aboutthis.
So in this case we've partneredwith a camera manufacturer.
We have like two or three inour kind of catalog that, based
on the customer requirement, wesaid, OK, we can get a live
(29:30):
stream of the driver, a livestream of what the driver sees.
We can have a double sidecameras.
There is no physical linkbetween the camera and our box,
but we are discussing more andmore with those manufacturers to
see potential integration, totake action in real time.
(29:52):
Today it's simply getting thedata from those cameras and
putting them into our platform.
So you have the technical datafrom our box and you have the
camera live information from thecamera system that we are using
today.
Matt Weitzel (30:11):
That's cool technology.
You're going to want accesscontrol partnered with that
technology, so that way you canknow who destroyed the camera on
the MA50.
You know what I mean.
Matthias Moulinier (30:22):
And that's a big challenge today, because
those cameras, they are off whenthe ignition is off.
Yeah, so people we see that?
Matt Weitzel (30:30):
Oh, so when they turn off the vehicle, that's
when they smash the cameras?
Matthias Moulinier (30:33):
Yes, they smash it, they put a beanie over
the camera so they can.
So this is where I was tellingabout how and where we need to
go with those camera to dointegration, to be, to be
smarter than the, than thedriver, because those ramp guy
they are very smart and theyalways find a way uh, find a way
(30:56):
to, to, to go around and I cango around the technology.
Yes, I can tell you a storyabout this speed reduction.
We are doing outside but we arealso doing it inside.
So, baggage gallery we areputting beacons at the entrance,
beacons at the exit and whenthe GSE sees the beacon it's
(31:17):
going to activate the speedreduction on the GSE.
So when you enter the baggagegallery it will automatically
reduce the speed until on theGSE.
So when you enter the baggagegallery it will automatically
reduce the speed until you exit.
Okay, and what we were sayingis that when I was talking about
the 80 volt at the beginning,we were wired on like simple 24
volts and people they were likegetting very fast to the beacon,
(31:40):
pressing the e-stop, so we werelosing the battery on our
device, so our device was off.
So when we were going with thespeed it was going under the
beacon and after they were likereleasing the e-stop and when
they were inside they were infull speed.
So that's how we said okay, weneed to have the 80 volts.
(32:02):
So now we are wired on thebattery itself.
So even if they press theemergency stop, we are still on
the main battery, so we stilldetect the beacon.
So we always need to be smarterthan them.
Matt Weitzel (32:16):
Yeah, and this is where experience pays off right.
I mean, you would never enterthe market knowing that that
could be a possibility.
That's something you can onlylearn through experience.
So do you all put any kind oftracking devices on
non-motorized, and are youseeing any kind of traction on
that picking up?
Matthias Moulinier (32:34):
Yes, so we also have a device that has its
own battery or same, with theworldwide connectivity.
So and will be installed on towbars, dollies, tow stairs,
anything that is non-motorizedand being able to locate them.
That's, I would say, the mainrequirement.
(32:55):
So if we have our motorizedequipment nearby, the message
can go through the device on themotorized to save some battery
on our non-motorized device.
But if somebody from anotherground handling company is
taking your dollies and you areon the other side of the airport
, the device has its own GPS andown 4G and 5G connectivity to
(33:21):
send the data if there is nomotorized equipment nearby.
Matt Weitzel (33:25):
Wow, that's impressive.
Okay, yeah, so is that like apopular thing, or is that less
popular than on the?
Matthias Moulinier (33:32):
motorized.
It's less popular because thebusiness case is more complex.
Matt Weitzel (33:36):
Yeah, that's what I would imagine.
Matthias Moulinier (33:38):
So there is more and more requests.
I will say a customer that wehave since a couple of years
where they've already worked onthe business case on the
motorized.
They want to say, okay, what'sthe next steps?
And the next steps is probablythe non-motorized, but this is
not what we always start withbecause, as we've discussed
(33:59):
before, price of GSE isexpensive.
Matt Weitzel (34:04):
Yeah, it's only going up.
Matthias Moulinier (34:05):
And being able to do fleet management on
those high costs is easier tomanage compared to the
non-motorized All right.
Matt Weitzel (34:13):
So what else?
What else have I missed?
What else have I not asked youabout that we wanted to cover
off on today.
Matthias Moulinier (34:19):
Something that I've missed, that is coming
I would say 2024, 2025, is thefleet management for charger.
So we've been doing fleetmanagement for ground support
equipment and we had like acouple of airlines and ground
handling company in Europe thatare like struggling and I think
they are all struggling about doI have enough charger and how
(34:42):
many charger do I need?
Today we see that everybody isinstalling charger, but what we
see with the data that we haveis that people are just leaving
the GSE at the charger, thecharge is finished and it could
be just a free space.
And we had discussion with withGabriel from Everest.
(35:03):
He was like there is probablysomething to do and so we've
developed like a product thatcollects the data in real time
from the charger.
So we know when the charge isfinished, we know if there is.
You know, sometimes the peoplethey are just plugging the
charger, they press let's charge, but they don't look if it's
(35:24):
working.
So if there is an issue on thecharger, the next shift is
coming and it's still I don'tknow 40%.
So with the device that we havedeveloped, we can collect the
data in real time, send alertswhen the charge is finished,
send an alert with if thetemperature of the lithium
(35:45):
battery is going too high, ifthere is some issue that can be
detected in advance and beingable to help airports and
airlines and ground handlingcompany to size their charger.
Today they are just buyingcharger because they think that
they don't have enough, which isthe case.
They don't have enough, butthey don't know.
Matt Weitzel (36:07):
But at a certain point they will, and you'll help
them understand when that isExactly so same, I would say
same mindset.
Matthias Moulinier (36:15):
we've developed a box that goes into
the charger.
There is charger manufactureron the market.
They already have theconnectivity embedded.
So in this case we are justasking for the data and we have
in the platform same platform.
So every data goes into thesame platform, every charger.
So you have in real time onyour map who's charging, who's
(36:36):
free, who has a fault, where thecharge has been is finished and
making sure that you are usingcorrectly the charger.
So we have our box for chargersthat are not connected, where
we get the data and we push itto our platform and some other
manufacturer, we just collectthe data, gotcha.
Matt Weitzel (36:57):
Yeah, that's great , I mean, and Gabe's a friend of
the podcast he's been onExactly.
Matthias Moulinier (37:02):
Yeah so thanks, gabe.
Matt Weitzel (37:04):
All right, I had one last question.
Oh, did you have something else?
Matthias Moulinier (37:08):
I wanted to say it's the same spirit with
GSE manufacturer.
We've talked a lot about groundhandling company and airline
but we are building a strongrelationship with some GSE
manufacturer and I will just saythank you to JBT because we are
at JBT today.
Matt Weitzel (37:24):
Yes, we are.
Yes, Thank you for letting ususe your space once again here
at JBT headquarters.
Thank you.
Matthias Moulinier (37:29):
So I had a meeting with them talking about
our next generation of product,making sure the functionality
that we integrate in our system,and so we are working with
manufacturers to collect a lotof data from their GSE to do
predictive maintenance.
But if there is a customer thatare using GSE with technology
(37:54):
that is already available, wecan do integration.
And we've done integration withsome manufacturers where they
have a telematics.
We've done integration withsome manufacturer where they
have a telematics.
If we don't bring and add valueon top of their telematics, we
can just get our data into ourplatform and the rest of the
fleet.
They can put our system so theyhave a view of the whole fleet.
(38:17):
Gotcha, that's awesome.
This telematics subject is inevery GSE manufacturer's mind.
So the goal is to havesomething that is universal
between each GSE manufacturer soit can be an advice box.
It can be a competition tocollect, I would say, 10 data
(38:39):
points that are standard.
Every GSE manufacturer shouldat some point come to an
agreement to say, okay, we agreeto share those 10 data points,
which is not the case today.
So part of the IATA and SAEmeetings is there is a subject
on telematics to see howeverybody needs to work together
(39:00):
to simplify telematicsintegration needs to work
together to simplify telematicsintegration.
Today we are doing more andmore installation at the factory
.
Because doing installation whenGCR are in the field it's
difficult, it's taking a lot ofmanpower and it's not always
fully integrated in the best way.
So when we are doing it at thefactory it's so much simpler,
(39:26):
it's fully integrated with themanufacturer, you have the
wiring diagram and theschematics and everything.
So everybody is happy.
But today there is no standard.
So the GC industry needs towork on the standard on this.
Matt Weitzel (39:40):
I agree.
So can you tell us whichmanufacturers you work with, or
is that confidential?
Matthias Moulinier (39:46):
No, it's not .
We have today JBT, we haveHermarel in France, we have
Guangtai in Asia and we have acouple of other manufacturers
that we are discussing withright now where we are close to
a final agreement.
I cannot say the name, butthere's two or three that are
(40:09):
coming soon, coming soon.
Matt Weitzel (40:11):
Stay tuned, guys.
Exactly Awesome, all right, andthen, where can people go to
find out more about Adveez?
Can they visit your website?
What's your website?
Matthias Moulinier (40:21):
So website wwwadvizcom.
You have every informationneeded about the whole solution.
We are posting all of ourupdates into LinkedIn and they
can reach our sales team.
If there is any questions,comments.
But yeah, the website is theway to go.
Yeah, awesome.
Well, thank you, website is theway to go.
Matt Weitzel (40:43):
Yeah, awesome.
Well, thank you so much, unlessthere's anything else, I think
we've covered a lot of stuffhere, and I've loved learning
more about the AVs and theproduct.
Matthias Moulinier (40:52):
No, that's all I have.
Thank you, matt, for thepodcast.
I think it's a great way tomake GSE, I would say, available
for everybody and making surethat we all know about what
everybody is doing, and it wasgreat to be here with you.
Matt Weitzel (41:07):
I appreciate it, man.
Thank you so much for your timeand that'll do it for Matt and
Matthias.
Thanks for tuning in.
Thanks, matt.
Thank you for tuning in to thisepisode of the GSE podcast.
We hope you found itinformative and engaging.
If this episode resonated withyou, please share it with your
(41:28):
colleagues and peers in theground support equipment
community.
Your support is invaluable tous.
We'd appreciate it if you couldtake a moment to rate and
review our podcast.
Your feedback not onlyencourages us, but also helps
expand our reach within the GSEcommunity.
Keep an eye out for moreepisodes as we continue to
explore the dynamic world ofground operations, bringing you
(41:49):
the latest trends, insights andstories from the industry.
Thank you for listening to theGSE Podcast.
Until we meet again, staygrounded and keep pushing
forward.
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