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Project for the Organization and Configuration of Pilot Actions for the Development of Motorways of the Sea in

Portugal

Project executed by

INTRODUCTION



Project PORTMOS, presented by APP – Association of the Ports of Portugal was developed in 3 phases:

Phase 1 – Definition of the Concept / Model for the Motorways of the Sea in Portugal Phase 2 – Design and Development of the Info-structure of Support to the Motorways of the Sea in Portugal Phase3 – Project for the Organisation and Configuration of Pilot Actions for the Development of Motorways

of the Sea in Portugal – Pilot Action

Phase 1 included 4 Deliverables

D01 – Executive Summary – The Current State of MOS in Europe + Technical Annex + Detailed Project Plan;

D02 - Proposal for Technical, Functional and Organizational Requirements for the MoS; D03 - Legal Framework for Tendering Processes; D04 - Evaluation of the Risks and Impact of the Integration of Portuguese ports in the MoS.

Phase 2 included 2 Deliverables:

D05 - Requirements and System Architecture for the MoS Info-structure; D09 - System Development and Testing Report (Info-structure).

Phase 3 included 7 Deliverables, and the latest - D13 – consists of the present Report:

D06 - Overview and business cases for the Pilot Action; D07 - Requirements and Investments Associated to the Pilot Action; D08 – Evaluation / Market Potential for the Pilot Action; D10 - Pilot Action set-up report; D11 - Pilot Action Business Metrics; D12 - Final Report – Pilot Actions; D13 - Public Final Report – Global.



This report is relative to deliverable D13 and is divided into three components: - D13 – Phase 1 – Definition of the Concept / Model for the Motorways of the Sea in Portugal

- D13 – Phase 2 – Design and Development of the Info-structure of Support to the Motorways of the Sea in

Portugal

- D13 – Phase 3 – Project for the Organisation and Configuration of Pilot Actions for the Development of

Motorways of the Sea in Portugal – Pilot Action



INDEX

INTRODUCTION ........................................................................................................................................................... 1

REPORT D13 PHASE 1 ............................................................................................................................................. 10

DEFINITION OF THE CONCEPT/MODEL FOR THE MOTORWAYS OF THE SEA IN PORTUGAL ..................... 10

1. OVERVIEW OF THE MOTORWAYS OF THE SEA – THE GENESIS OF THE CONCEPT ................................ 11

2. FUNCTIONALITY OF THE CONCEPT OF THE MOTORWAYS OF THE SEA ................................................... 14

2.1 Concept and General principles associated to motorways of the sea ............................................... 14

2.1.1 Introduction................................................................................................................................................. 14

2.1.2 ―Ideal‖ concept for motorways of the sea .................................................................................................. 14

2.1.3 Getting closer to the ―ideal‖ concept for motorways of the sea ................................................................. 16

2.1.4 Key areas of action .................................................................................................................................... 17

2.2 Presuppositions associated to the concept .......................................................................................... 18

2.2.1 Introduction .................................................................................................................................................... 18

2.2.2 Presuppositions associated to services ................................................................................................ 19

2.2.3 Presuppositions associated to requirements and certification processes ................................................ 20

2.2.4 Presuppositions associated to the objectives............................................................................................ 20

3. CRITERIA AND REQUIREMENTS FOR THE FUNCTIONALITY OF THE MOTORWAYS OF THE SEA .......... 21

4. SUMMARY OF REQUIREMENTS ......................................................................................................................... 22

4.1 Introduction ......................................................................................................................................................... 22

4.2 Port services ....................................................................................................................................................... 23

4.3 Port infra-structure and super-structure ......................................................................................................... 24

4.4 Logistic platforms .............................................................................................................................................. 25

4.5 Means of access to the hinterland ................................................................................................................... 26

4.6 Documental and administrative procedures ................................................................................................... 27

4.7 Info-structure ...................................................................................................................................................... 28

4.8 Organization and characteristics of the intermodal service ......................................................................... 29

4.9 Control and management of traffic and cargo ................................................................................................ 30



REPORT D13 PHASE 2 ............................................................................................................................................... 1

DESIGN AND DEVELOPMENT OF THE INFO-STRUCTURE OF SUPPORT TO THE MOTORWAYS OF THE

SEA IN PORTUGAL ..................................................................................................................................................... 1

1 OVERVIEW ................................................................................................................................................................ 2

2 ORGANIZATION OF THE DOCUMENT ................................................................................................................... 3

3 OPERATIVE MODEL ................................................................................................................................................. 4

3.1 Glossary of the actors involved in the MoS ...................................................................................................... 4

3.2 Booking Process .................................................................................................................................................. 8

3.3 Transport Execution Process ............................................................................................................................ 11

4 FUNCTIONAL MODEL ............................................................................................................................................ 14

5 TECHNICAL MODEL ............................................................................................................................................... 18

5.1 Non Functional Requirements .......................................................................................................................... 18

5.2 System Architecture ........................................................................................................................................... 19

6 MOS INFO-STRUCTURE SOFTWARE COMPONENTS....................................................................................... 28

7 PORTMOS PORTAL ................................................................................................................................................ 29

7.1 Portal Overview .................................................................................................................................................. 30

7.2 Service Planning ................................................................................................................................................. 31

7.3 MoS Portal Browsing ......................................................................................................................................... 36

7.4 Shipment Planning ............................................................................................................................................. 38

7.5 Track and Trace .................................................................................................................................................. 43

7.6 Performance Analysis ........................................................................................................................................ 49

Analyse MoS Indicators ........................................................................................................................ 49

Analyse Service Performance Indicators .............................................................................................. 50

7.7 System Administration ...................................................................................................................................... 51

8 PORTMOS DATABASE ........................................................................................................................................... 52



8.1 Faisca Framework .............................................................................................................................................. 52

8.2 Globalization ....................................................................................................................................................... 55

8.3 Organization ........................................................................................................................................................ 56

8.4 Service Planning ................................................................................................................................................. 57

8.5 Shipment Planning ............................................................................................................................................. 59

8.6 Track and Trace .................................................................................................................................................. 60

9 PORTMOS CORE WEB SERVICES ....................................................................................................................... 62

9.1 Booking Web Service ......................................................................................................................................... 62 Description............................................................................................................................................ 62

Interface and security ........................................................................................................................... 62

Track and Trace Web Service .............................................................................................................. 62

Description............................................................................................................................................ 62

Interface and security ........................................................................................................................... 63

10 PORTMOS BROKER TECHNICAL IMPLEMENTATION..................................................................................... 63

10.1 Implementation Strategy ................................................................................................................................. 63

10.2 Development Implementation Solution ......................................................................................................... 63

Base Platform ....................................................................................................................................... 63

Base Technology .................................................................................................................................. 63

Implementation ..................................................................................................................................... 64

10.3 Biztalk Artifacts ................................................................................................................................................. 64

REPORT D13 PHASE 3 ............................................................................................................................................... 1

PROJECT FOR THE ORGANIZATION AND CONFIGURATION OF PILOT ACTIONS FOR THE

DEVELOPMENT OF MOTORWAYS OF THE SEA IN PORTUGAL .......................................................................... 1

1. OVERVIEW ................................................................................................................................................... 2

2. PILOT EVALUATION ................................................................................................................................... 11

2.1 Pilot Selection ..................................................................................................................................................... 12

2.2 Pilot Leixões – Tilbury – Rotterdam – Leixões ...................................................................................... 12

2.2.1 Pilot Overview ............................................................................................................................................ 12

2.2.2 Characterization Synopsis ......................................................................................................................... 13



2.2.3 Map of Networks of the Actors Involved ...................................................................................................... 14

2.2.4 Safety and Security Components ................................................................................................................. 15

2.2.5 Areas of Influence of the Pilot........................................................................................................................ 16

2.2.6 Differentiating Characteristics of the Service .............................................................................................. 17

2.2.7 Main Constraints Identified ............................................................................................................................ 18

2.2.8 Comparison Original Service vs Upgraded Service ................................................................................... 19

2.3 Pilot Sines – La Spezia – Sines ................................................................................................................ 21

2.3.1 Pilot Overview ............................................................................................................................................ 21

2.3.2 Characterization Synopsis ......................................................................................................................... 22

2.3.2.1 Map of Networks of Actors Involved .......................................................................................................... 22

2.3.3 Safety and Security Components .............................................................................................................. 24

2.3.4 Areas of Influence of the Pilot ...................................................................................................................... 25

2.3.5 Differentiating Characteristics of the Service .............................................................................................. 28

2.3.6 Main Constraints Identified ............................................................................................................................ 29

2.3.7 Comparison Original Service vs Upgraded Service ................................................................................... 30

3. DEMONSTRATION OF THE MOTORWAYS OF THE SEA PILOTS .................................................................... 31

3.1 Background to the Demonstration Process ................................................................................................... 31

3.2 Portmos Info-Structure and its Relevance in the Demonstration of the Pilots .......................................... 32

3.2.1 Relevance for the Demonstration of Pilots .................................................................................................. 32

3.2.2 General Characterization of the Portmos Info-Structure ........................................................................... 32

3.3 Pilot Demonstration ........................................................................................................................................... 33

3.3.1 Pilot Action Based on the Port of Leixões ................................................................................................... 34

3.3.1.1 General Characteristics ............................................................................................................................... 34

3.3.1.2 Actors, Roles and Tasks Performed .......................................................................................................... 34

3.3.1.3 Live Demonstration of the Transport Chain .............................................................................................. 35

3.3.1.4 Role of Portmos Info-Structure in the Demonstration ............................................................................. 36

3.3.2 Pilot Action Based on the Port of Sines ....................................................................................................... 37

3.3.2.1 General Characteristics ............................................................................................................................... 37



3.3.2.2 Actors, Roles and Tasks Performed .......................................................................................................... 38

3.3.2.3 Live Demonstration of the Transport Chain .............................................................................................. 38

3.3.2.4 Role of the Portmos Info-Structure in the Demonstration ...................................................................... 40

3.3.2.5 Feedback from the Users ............................................................................................................................ 41

3.3.2.6 Main Difficulties and how they were overcome ........................................................................................ 41

3.3.2.7 Overall Conclusions ..................................................................................................................................... 42

4. IMPACT EVALUATION ........................................................................................................................................... 42

4.1 Adopted Methodology ....................................................................................................................................... 43

4.2 Macroeconomic Impacts ................................................................................................................................... 43

4.2.1 Pilot Case Based on the Port of Leixões ...................................................................................................... 44

4.2.1.1 Macro-Economic and Environmental Impacts ......................................................................................... 44

4.2.1.2 Impacts on Port Strategy ............................................................................................................................. 45

4.2.2 Pilot Case Based on the Port of Sines .......................................................................................................... 46

4.2.2.1 Macro-Economic and Environmental Impacts ......................................................................................... 46

4.2.2.2 Impacts on the Port Strategy ...................................................................................................................... 46

4.2.3 Pilot Leixões-Tilbury-Rotterdam-Leixões ..................................................................................................... 48

4.2.3.1 Level of Fulfilment of Motorways of the Sea Requirements ................................................................... 48

4.2.3.2 Instantly Measurable Competitiveness and Performance Indicators .................................................... 48

4.2.3.2.1 Costs ........................................................................................................................................................... 49

4.2.3.2.2 Door-To-Door Time .................................................................................................................................... 50

4.2.3.2.3 Regularity ................................................................................................................................................... 51

4.2.4 Pilot Sines – La Spezia - Sines ...................................................................................................................... 51

4.2.4.1 Level of Fulfilment of the Motorways of the Sea Requirements ............................................................ 51

4.2.4.2 Instantly Measurable Competitiveness and Performance Indicators .................................................... 52

4.2.4.2.1 Costs ........................................................................................................................................................... 52

4.2.4.2.2 Door-To-Door Time .................................................................................................................................... 54



4.2.4.2.3 Regularity ................................................................................................................................................... 55

4.3 Impacts of the Service‟s Competitiveness and Operational Performance ................................................. 55

5 NEXT STEPS AND INVESTMENTS ....................................................................................................................... 55



REPORT D13 PHASE 1

DEFINITION OF THE CONCEPT/MODEL FOR THE MOTORWAYS OF THE

SEA IN PORTUGAL



1. OVERVIEW OF THE MOTORWAYS OF THE SEA – THE GENESIS OF

THE CONCEPT

Nowadays, the European system of transportation is suffering from chronic congestion and from the existence of bottle-necks in its main road axes.

It is estimated that external costs for the congestion in those points represent 0.5% of the Community GDP, which will most likely increase 142% by 2010, reaching 1% of GDP. Besides this, there is the increase in the frequency of accidents and a serious degradation in the quality of the environment, which represent more than 1% of GDP in the EU in externalities.

Production globalisation and economic growth are generating a search for transport services on a global scale, whose increases surpass the economy‘s own growth: by 2010 the transport of goods should grow by 38%. If nothing is done, the congestion of the trans-European corridors will become a serious problem, decisively compromising Europe‘s capacity for being economically competitive.

In order to counteract these constraints, the European Union presented the concept of Motorways of the Sea (MoS)

The term Motorways of the Sea originated in Italy with commercial significance for the various services developed by the Grimaldi group.

In the EU, the term started to be used with the development of the definition of the European Transportation Policy and its various configurations.

In 1996, the European Parliament and the Council of Ministers adopted a defining resolution of the guidelines for developing the Trans-European Transport Network by 2010.

In 2001 this decision was reviewed in the White Paper ―European Transportation Policy for 2010: Time to Decide‖, which then included inland and sea ports in the decisions to be made.

The White Paper considered that one of the priorities for the Trans-European Transport Network (TEN-T) is to ―lessen the congestion of main routes‖ and recognised the essential role of Short Sea Shipping, declaring that it should develop as ―an effective competitive alternative to land transport‖ and that certain connections, particularly those which provided a way to avoid the constraints caused by the Alps and the Pyrenees‖ as well as those between Germany and Poland, should be integrated into the Trans-European Network ―just like motorways or railways‖. In the same White Paper a new concept was mentioned. A concept that in the future should decisively contribute towards achieving the above- mentioned goals. That concept, that was still to be defined and developed, was the motorways of the sea.



In January 2003, the European Commission organised a Seminar about Motorways of the Sea that defined

its various functions at a high level, namely: connecting regions and providing connections to peripheral

regions, avoiding constraints and providing access from the European Union to world markets. At the time,

the desire to develop the motorways of the sea as a new concept and integrating it in the TEN-T was highly

expressed by the majority of the people present.

On 10th April 2003, the European Commission adopted a 14-step programme to boost Short Sea Shipping, making reference to the Motorways of the Sea. This aspect was developed in the proposals presented by the group working under the direction of Karel Van Miert (January – June 2003), which was given the responsibility, by the Commission, for presenting proposals for general reviews of the TEN-T due to the enlargement of the European Union. According to the Van Miert Report, ―genuine Motorways of the Sea would act as substitutes for motorways on land, either to avoid saturated land corridors, or to provide access to countries separated from the rest of the European Union by sea‖. This functional definition is valid for transporting people as well as freight by using Ro-Ro ships or container-carrying ships.

In October 2003, the European Commission published new guidelines for TEN-T, stating the core role of

the Motorways of the Sea and introducing support mechanisms for their development, through public intervention (State) and Community subsidies in the form of packages that involve infra-structures, logistic systems and service start-up help.

Although there is still no formal definition of motorways of the sea, it is already known that they will be based on sea corridors developed specifically to act as a competitive alternative in terms of prices and service parameters to the road corridors.

Besides relieving the European infra-structures from pressure by road transportation, they will also allow for improvement in access to the most peripheral regions of Europe and overcome important traffic congestions, like crossing the Alps and the Pyrenees, which are very close to saturation point.

This means that these corridors should differentiate from conventional sea corridors by providing a set of conditions that sustain swift maritime and intermodal services. The corridors should therefore be supported by the following conditions:

Terminals adapted to the required efficiency for intra-community traffic, for which the administrative and customs processes are reduced to a minimum, like the procedures applied to roads;

Efficient connection to other means of transport, through swift logistic processes and adequate support from a network of accessibilities and logistic platforms that promote the efficient flow of goods ;

A traffic control infra-structure that allows the movement of ships and goods outside the ports to be monitored;

Electronic transmission of data and administrative information;

Interoperability and compatibility terminal/ship and innovative ship utilization;

Automated systems for loading and unloading.



Four transport corridors were defined as part of the TEN-T Priority Project No.21 , according to which the

projects related to the Motorways of the Sea will be structured:

South-east Europe Motorway of the Sea: connecting the Adriatic Sea to the Ionian Sea and East Mediterranean Sea, including Cyprus;

South-west Europe Motorway of the Sea: connecting Spain, France, Italy, including Malta and also connecting to the South-east Motorway of the Sea and including connections to the Black Sea.

Motorway of the Baltic Sea: connecting the member States of the Baltic Sea to the member States of Central and Western Europe;

Western Europe Motorway of the Sea: starting from Portugal and Spain through the Atlantic Arc to the North Sea and Irish Sea;

Picture 1 – Map of the motorways of the sea



2. FUNCTIONALITY OF THE CONCEPT OF THE MOTORWAYS OF THE

SEA

2.1 Concept and General principles associated to motorways of the sea

2.1.1 Introduction

The concept of the motorways of the sea has its origin in the notion of continuity, in which sea and land components are complementary and goods flows move in the same way as on a land motorway. That notion of continuity configures what could be recognised as the ―ideal‖ concept of the motorways of the sea. This ―ideal‖ concept is not totally operational at the moment because there are a set of barriers associated to sea-based intermodal services that do not allow this logic of continuity to be fully implemented. Therefore, the ―ideal‖ concept for the motorways of the sea was defined. It serves as a reference and as an approximate concept, which enables that ―ideal‖ concept to be achieved in phases. The approximate concept will materialise in a set of requirements and criteria that will enable the motorways of the sea to be operational.

2.1.2 “Ideal” concept for motorways of the sea

Considering that:

It should be a core objective of the development of the motorways of the sea to establish a set of conditions and requirements that enable the operation of transport chains that present lower costs and/or lower transit times and/or more competitive overall levels of service.

The concept to be developed should define in a clear and verifiable way the necessary conditions for the motorways of the sea in Portugal to be operational;

The proposed concept should act as a catalyst for change, defining a benchmark operational concept for the sea and port system that materialises in the ―Sea-Port Strategy for Portugal‖.



An ―ideal‖ concept of motorways of the sea that follows a notion of continuity was developed, in which sea and

land components are complementary and the goods flows move in the same way as on a land motorway:

Without friction points that induce breakdowns in movement or additional costs;

With customs and documental procedures simplified and reduced to a minimum;

Involving only one actor responsible for the transport process;

With almost immediate service availability;

With high levels of reliability.

Picture 2 – Comparing chains of road transportation against the “ideal” concept of motorways of the sea and

conventional SSS

This ―ideal‖ concept is not, however, operational at the moment. This is because there are a set of barriers associated to the sea-based intermodal services that do not allow this logic of continuity to be implemented:

The existence of a significant set of activities that do not add value to the transport chain and imply over- costing and delays;

Documental and customs complexity associated to sea-based intermodal chains;

Non-structured integration between the various actors involved and non-harmonised procedures between several elements of the transport chain;

Characteristics

no friction points that induce

movement blocking or additional costs

customs and documental procedures

simplified to the maximum

one actor responsible for the

transportation process

almost immediate service availability

high levels of reliability

Conventional SSS intermodal

services

Ideal concept

motorways of the sea Terrestrial transportation

Friction points Terrestrial component Sea component



High levels of bureaucracy;

Inadequate infra-structures;

Non-existence of mechanisms that allow the cargo to be monitored during the whole transport process (product tracking and tracing); Inadequate security and protection procedures for tracking the ships and cargo throughout the entire transport chain.

2.1.3 Getting closer to the “ideal” concept for motorways of the sea

However, it is possible to develop an approximation to the presented ideal concept of continuity, using as a base a set of assumptions that are starting to be generally accepted as inseparable elements from the concept of motorways of the sea. Some of these assumptions are a result of suggestions and regulations proposed by the Commission. Others are a result of the common vision that several member-states share about the concept.

Picture 3 – Base assumptions generally recognised as elements associated to the concept of motorways of the

sea

Of all the assumptions indicated, there is a set that takes on special relevance, given the fact that it is associated to future characteristics of the service of the motorways of the sea that will allow them to differentiate clearly from the concept of conventional Short Sea Shipping. Those assumptions are:

Using the concept of ―continuity of land transport‖, going from a single perspective to an intermodal perspective; The elimination of important bottlenecks that compromise the efficiency and efficacy of transport chains;

Geographic Assumptions

Economic Assumptions

Geographic Space:

European Economic Area

Concept developed in four geographic

areas proposed by the Van Miert

report

Projects between two members-

states

Concept of continuity with land

transport

Integration in the trans-European

transport networks

Concentration of transport in sea

routes

Development of services according to

market opportunities

Service Assumptions

Frequent and reliable shipping services:

Authorised Regular Shipping Service

framework

Fulfilment of international rules and

regulations related to safety and

security

Elimination of constraints and

bottlenecks that compromise the

efficiency of transport chains

Utilisation of innovative transport

concepts

Ro-Ro or container traffic

Adequate accessibilities and direct

access to ports

All year navigation assured

Respect for competition rules

Administrative Assumptions

Strategic Assumptions

Eliminating administrative burdens/ document and

customs simplification

Permitting the visibility of the transport

chain

Promote new forms of public-private

partnerships

Promoting networking between ports

Socio-environmental

goals

Contribute towards improving the

quality of life of European citizens

Contribute towards reducing the

growth in congestion in road and

railways infra-structures

Contribute towards increasing the

European environmental performance

Contribute towards the economic

cohesion of the European Union



Using dedicated terminals, with characteristics adapted to the traffic in question and to the concept of the motorways of the sea1;

The elimination of excessive bureaucracy, namely at customs level;

The promotion of new forms of public-private partnership;

Developing port network logic;

These assumptions are a landmark in the concept of motorways and will act as a basis for an approximation to the ―ideal‖ concept of the motorways of the sea that should be done through ambitious and sustained steps.

2.1.4 Key areas of action

In order to ensure that the approximation to the presented ideal concept of continuity for the motorways of the sea is consolidated in the above-mentioned differentiating elements, it is necessary to specify a set of key areas of action (see Picture 4). The goal is that these actions work against the constraints and points of friction that prevent the ideal concept from being operational at the moment. These elements are defined on 2 levels:

o Actions and specifications for the elements of the intermodal service chain where the most

important points of friction are situated, namely:

Port services;

Port infra-structure and super-structure;

Supporting logistic platforms;

Means of access to the hinterland;

o Actions and specifications that cross the entire transport chain, related to the overall

characteristics of the service, namely:

Documental and administrative procedures;

Info-structure;

Organization and characteristics of the intermodal service;

Control and management of traffic and cargo

1 “Using dedicated terminals, with characteristics adapted to the traffic in question” does not meant that the

terminal should be exclusively dedicated to the motorways of the sea services. The terminal should, however, assure layout conditions, support areas and segregation of goods by physical or technological means, so as to ensure that all the proceedings and requirements defined, without exception, are applied to the traffic of the motorways of the sea services, , the whole .



Picture 4 – Key areas of action and their relevance to sustaining the differentiated characteristics of the motorways of the sea in comparison with the intermodal services of Short Sea Shipping.

2.2 Presuppositions associated to the concept

2.2.1 Introduction

Associated to the working architecture, to the key-effective characteristics and to the objectives of the motorways of the sea for Portugal, there are a set of base presuppositions that must be respected in the future functionality of the concept. These presuppositions are a result of a series of assumptions:

Assumptions that are a result of regulation or proposals developed by the European

Commission.

Assumptions that are a result of elements generally recognized by the member-states of the

European Union as being deeply connected to the common vision and concept of the

motorways of the sea.

Areas of Action MoS differentiating elements

Logic of value chains

Documental and customs simplicity

Intermodal / systemic approach

Adoption of good practices at

a European level

Image of quality associated to

the services to be put into

practice

Integrated and advanced processes

of traffic and cargo management

Documental and administrative procedures

Info-structure

Organisation and characteristics of the intermodal service


Means of access

to the hinterland Logistic

Platforms

Port infra-structure

and super-structure

Port services



Assumptions taken in the process of developing the concept of motorways of the sea for

Portugal.

Presuppositions are categorized in three areas:

Services – Base presuppositions for the transport services to be established.

Requirements and Certification – Presuppositions associated to the defined requirements and

to the process of certification of the services and actors in the motorways of the sea.

Objectives – Base presuppositions relative to the guiding macro-objectives for the motorways

of the sea projects.

2.2.2 Presuppositions associated to services

o The services to be integrated in the motorways of the sea will have to act as competitive

alternatives in terms of prices and parameters of service to road corridors, so they must

correspond to a set of prior general requirements, namely:

Competitive costs and transit times (port-to-port).

Adequate levels of service regularity and reliability.

Documental and administrative simplicity.

o In the first phase, types of traffic that are able to be integrated into the concept of the

motorways of the sea will be the container-carrying traffic and the Roll-on Roll-off traffic.

o Motorways of the sea services must respect a set of presuppositions that are duly

safeguarded through service compliance requirements. Among these presuppositions the

following should be highlighted:

Mandatory intermodal integration for projects to be developed.

Compliance with regulations and main recommendations regarding security and

protection.

Elimination of some of the main constraints associated with conventional Short Sea

Shipping.

Use of spaces dedicated to the traffic in question and supported by good access.

Ensure navigability throughout the year.

Application support for the control and management of the means of transport and

cargo.



o The motorways of the sea projects must be limited to the European Union‘s geographical

area. The concept may extend in the future to countries with which specific agreements have

been established. Motorways of the sea projects might foresee connections to countries

outside this geographical area, but those connections may only be considered as

complementary elements of a project for motorways of the sea.

All motorways of the sea projects must connect at least two Community countries.

Motorways of the sea projects must integrate with land components of the Trans-

European Transport Network.

Motorways of the sea projects must provide evidence of their viability and

sustainability. This evidence might result from previous studies, market analysis or

other documented elements of analysis. These elements should be presented during

the process of certification of the motorways of the sea service.

2.2.3 Presuppositions associated to requirements and certification processes

o Motorways of the sea quality status is a status to which the actors to be involved in the

services of the motorways of the sea may apply. Each one of these actors will have a set of specific requirements associated to their profile to obtain the motorway of the sea quality status certification.

o Motorways of the sea service status is a status to which the services to be involved in the

motorways of the sea may apply.

o Issuing a certification of motorways of the sea service status or motorways of the sea quality status should not be strict. If it is not possible for a certain actor or element to scrupulously fulfil all the requirements, there should not be an automatic exclusion of the certification process nor should that fact imply that the overall certification of the service is denied.

o There will be no prior selection of specific ports or actors to be integrated in the motorways of

the sea. The entities that fulfil the requirements may apply for the motorways of the sea service status certification, by presenting a project proposal for ―motorways of the sea‖ to

the competent authorities.

2.2.4 Presuppositions associated to the objectives

o All motorways of the sea projects must contribute in a significant way to one or more of the

following objectives:

Contribute towards the transfer from road means to sea-based intermodal chains;

Contribute towards the increase in cohesion on a European level;

Contribute towards the concentration of traffic flows in sea-based logistic chains.



3. CRITERIA AND REQUIREMENTS FOR THE FUNCTIONALITY OF THE

MOTORWAYS OF THE SEA

Picture 5 shows a diagram of the integration between the various elements associated to the definition of the functionality process of the motorways of the sea. The criteria and requirements are the functional elements of the motorways of the sea. They represent conditions that must be fulfilled by the services to be integrated into the motorways of the sea and that ensure that the proposed concept is up and running. Each criterion may have one or more requirements that will be measurable or validated. Criteria will be directed to various actors in the logistic chain.

Figure 5 – Overview of criteria and requirements in the overall process of structuring the concept of the

motorways of the sea

In order to facilitate the understanding of the working criteria and requirements these were aggregated and categorized, according to specific areas of intervention. This way, to make the proposed project for the motorways of the sea operational, it is necessary to intervene at the following levels (see Figure 6):

Port services; Port infra-structure and super-structure; Logistic platforms;

MOS

OPERATIONAL

REQUIREMENTS

AND CRITERIA

MOS

PROJECTS

PRESUPPOSITIONS

Differentiating elements

Value chain logistics

Documental and customs simplicity

Intermodal / systemic approach

Adoption of good practices at a European level

Image of quality associated to the services to be put into

practice

Integrated and advanced processes of traffic and cargo

management

Port services

Port infra-structure and super-structure

Logistical Platforms Ways of access to

hinterland


Info-structure



Key areas of action



Means of access to the hinterland; Documental and administrative procedures; Info-structure; Organisation and characteristics of the intermodal service;

Control and management of traffic and cargo.

Figure 6 – Areas of action for the functionality of the working architecture.

4. SUMMARY OF REQUIREMENTS

4.1 Introduction

In the next section the summary criteria and requirements matrices for the functionality of the motorways of the sea are presented. These matrices present criteria and requirements for the functionality of the motorways of the sea, identifying the responsible stakeholders for each one, in the overall transport chain. The criteria and requirements will be sorted and categorized according to the various key areas of action for the functionality of the motorways of the sea.

Port services

Port infra-structure and

super-structure Logistic Platforms Means of

access to the

hinterland


Info-structure





4.2 Port services

2

2 EC – European Community; MS – Member-State; PAD – Port Administration; PA – Port Authority; PO – Port Operators; SC– Stowage Companies; S – Shipowner; PS – port

Services; LP – Logistic Platforms; CST – Customs; RSMoS – Requirements for all MoS services; BA – Border Agency; VC – Veterinary Control; MH – Maritime Health ; SSS – Service and Supplies for Ships; STC – Sea Traffic Control

EC MS PAD PA PO SC S PS LP CST RMoSS Others

Port

Services

Avail.

PEC –

Pilotage

Exemption

Certificate

Working hours

and flexible

operations

Performance

indicators

Services available 24h/day

365 days/year

Allowing English as alternative

language for PEC candidates

Services that satisfy the pilotage

exemption condition

Flexible working hours

Stowage operations without time

restrictions

Stowing teams that are flexible and

adaptable to what is needed

Regulatory framework for flexible

port work

Minimum service performance

indicators



4.3 Port infra-structure and super-structure

3

3 EC – European Community; MS – Member-State; PAD – Port Administration; PA – Port Authority; PO – Port Operators;

SC– Stowage Companies; S – Shipowner; PS – Port Services; LP – Logistic Platforms; CST – Customs; RSMoS – Requirements for all MoS services; BA – Border Agency; VC – Veterinary Control; MH – Maritime Health

EC MS PAD PA PO SC S PS LP CST RMoSS Others

Channel depth

maintenance

All year

traffic

Terminal

charact.s

Adequate

capacity of

the terminals,

equip.

handling,

storage infra-

struc.

Maintenance operation plan

Constant control of access channel’s

depth

Sea access to terminal 24h/day 365

days/year

Differentiation of areas

System for identifying vehicle

damage

24h/day surveillance service

Impassible terminal perimeter

Independent and clearly identified

arrivals and departures

Absence of obstacles guranteed by

terminal layout and access

Differentiation of access lanes’

waiting areas

Access control system

Flexible layouts

Adequate movement and storing

capacities

Isolated areas according to type of

traffic

Terminal mov. and operative equip.

adapted to services according to

each activity

Additional storage and operations

areas



4.4 Logistic platforms

4

4 EC – European community; SM – Member-State; PAD – Port Administration; PA – Port Authority; PO – Port Operators; SC– Stowage Companies; S – Shipowner; PS – Port Services; LP –

Logistic Platforms; CST – Customs; RSMoS – Requirements for all MoS services; BA – Border Agency; VC – Veterinary Control; MH – Maritime Health

Others MS EC PA PAD PO SC S PS LP CST RMoSS

Logistic

platforms

Integrating logistic platforms and/or intermodal

terminals

Intermodality sea-railway, sea-road, and sea-

railway-road

Customs clearance services

Information systems integrated with other port

systems and other logistic platforms

Compliance with ISPS code



4.5 Means of access to the hinterland

5

5 EC – European community; MS – Member-State; PAD – Port Administration; PA – Port Authority; PO – Port Operators; SC– Stowage Companies; S – Shipowner; PS – Port Services; LP –

Logistic Platforms; CST – Customs; RMoSS – Requirements for all MoS services; BA – Border Agency; VC – Veterinary Control; MH – Maritime Health

EC PAD MS PO PA SC PS S LP CST RMoSS Others

Access to

main land

transport

networks

Local

accessibt.s

Access to main road network

Access to main railway network

Access to land trans-European transport network

Plan for updating needs relating to land

accesses

Differentiation of waiting areas and access lanes

to infra-structures

Accessibilities free from obstacles that might

compromise traffic flow

Distance between main and local roadless than 5

Kms

Railway accessibilities in internal areas or

adjacent to the terminal



4.6 Documental and administrative procedures

6


Logistic Platforms; CST – Customs; RMoSS – Requirements for all MoS services; BA – Border Agency; VC – Veterinary Control; MH – Maritime Health

EC MS PA PAD PO SC S PS LP CST RMoSS Others

Sole entity on

board

Regulatory frameowork for sole entity on board

Conformity with sole entity on board principle

Conformity with “Authorised Regular Maritime

Service Status”

Legal framework

Utilisation of IMO-FAL procedures and

documentation

Legal framework

Integration of Authorities

Adoption of one-stop-shops in the MoS

Legal framework

Electronic procedures or without physical

presence of authorities

Minimum performance indicators for customs

and administrative procedures

Adop. “Aut.

regular

maritime

service

status”

IMO-FAL

procedures

and docs.

One-stop-

Shopping

Electronic

Procedures

for order and

clearance of

cargo and

ships

Performance

indicators



4.7 Info-structure

7



Electronic

procedures

without paper

support

Electronic one-

stop-shopping

Interport

information

procedures

Logisticsmanage

ment system

Electronic

booking

system

Adoption of

electronic procedures

Support info-structure for electronic procedures

Legal framework

Support info-structure for one-stop-shopping

Exchange of electronic communication through

info-structures

Integration of decision and informational flows

Support for tracking and tracing

Electronic booking system supporting the

transport chain

MS EC PAD PA PO SC S PS LP RMoSS Others CST



4.8 Organization and characteristics of the intermodal service

8



Service

characts

Framework

for integrated

transport

operators

Integ. of network

btw. actors

MoS Status

Benchmark.

and service

performance

indicators

Minimum weekly frequency of service

Departure and arrival timetable should be set

and followed.

Fulfilment of minimum service performance

indicators

Transit-time should equal the road alternative

Legal framework

Involvement of a actor in the role of integrated

transport operator

Concept of network integration

Certification with MoS Status

Framework for monitoring and benchmarking

the SSS services

Benchmarking system and service performance

indicators

Minimum service performance indicators

EC MS PAD PA SC PO S LP PS CST RMoSS Others



4.9 Control and management of traffic and cargo

9

9 EC – European community; MS – Member-State; PAD – Port Administration; PA – Port Authority; PO – Port Operators; SC– Stowage Companies; S – Ship owner; PS – Port Services; LP

– Logistic Platforms; CST – Customs; RMoSS – Requirements for all MoS serviceS; BA – Border Agency; VC – Veterinary Control; MH – Maritime Health

Others RMoSS CST LP MS EC

PAD PA PO SC S PS

Protection

VTS/VTMIS

Tracking and

tracing

Compliance with ISPS code

Support of VTS/VTMIS sytems

Inter-State connections between VTS/VTMIS

Tracking and tracing systems

1

PORTMOS Report D13 – Organization and configuration of pilot actions in the development of the motorways of the sea in Portugal

REPORT

D13 PHASE 2

DESIGN AND DEVELOPMENT OF THE INFO-STRUCTURE OF

SUPPORT TO THE MOTORWAYS OF THE SEA IN PORTUGAL

2


1. OVERVIEW The present document outlines the work carried out on PORTMOS for the specification of the

MOS platform. This document defines the functional scope of the info-structure through its requirements

specification outlining at the same time the system architecture in terms of integrations and technological infra-structure. It relies on UML for object oriented analysis and design, static structure, process modelling, and use case analysis.

The info-structure design is based on four models concerned width different perspectives of the system: Operative Model – This model describes the business processes were the info-structure will

be involved. Logical Model – the core system information structures are characterized in this section. The

information entities are identified, data structures described and relationships established. Functional Model – the main application modules are described. Its functionalities are

characterized in a user centric manner. Technological Model – the technical architecture, hardware and software infrastructure that

will support the systems is described.

The specification is based on the work carried out on the first phase of the PORTMOS project

where the system concept and requisites for the MOS (Motorways of The Sea) info-structure were identified.

During this phase the requisites and concept were further developed by collecting information next actor representing the future MoS service providers. Among others, the following entities were involved in this phase:

MSC K‘Line PORTLINE IBEROLINHAS TVT GARLAND PSA SEAROAD LUIS SIMÕES

The overall process for the development of this specification is illustrated in the next figure.

3


State-of-the-Art in ESD

Detailed specification of

Business processesIdentification of Core Actors

Analysis of Constraints

AS-IS Process Model

Process Re-enginiring

Info-Structure

Requisites

TO-BE Process Model

Architecture Design

System Design

Integration Model

Figure 1 - Methodology

2. ORGANIZATION OF THE DOCUMENT The document is organized in the following sections:

Operative Model – This model describes the business processes in a ―TO BE‖ perspective,

which will be contemplated in PORTMOS. The main processes considered were: Booking Process Transport Execution Process

For each one of the referred processes were created:

Activities diagrams – The activities diagrams describe the main activities which compose the processes

Sequence diagrams – The sequence diagrams describe the main information flows exchanged between the actors involved.

State diagrams – The state diagrams created describe the different states assumed by the documents during the processes.

4


The diagrams created will permit a better perception of the processes described, including the

main actors and entities involved and the documents exchanged Logical Model – the core system information structures are characterized in this section. The

information entities are identified, data structures described and relationships established. Functional Model – the main application modules are described. Its functionalities are

characterized in a user centric manner. These functionalities will be built upon the information described in the Logical Model.

Technological Model – the technical architecture, hardware and software infrastructure that

will support the systems is described.

3. OPERATIVE MODEL

3.1 Glossary of the actors involved in the MoS

This glossary intends to describe the most relevant entities to the multimodal transport process in the communitarian area. The following actors can be identified when carrying out a process analysis of multimodal transport processes integrating a surface and waterborne leg. Surface Carrier The surface carrier is the responsible entity for the cargo transport by road or rail. This actor may assume the role of a road carrier or a rail carrier. It is responsible for the transport of the cargo from the shipper's location to the maritime terminal and from the maritime terminal, at the destination place, to the receiver‘s place. Maritime Terminal The maritime terminal is seen as the set of wharfs whose management belongs to this entity, eventually under a concession form. The maritime terminal of origin is responsible for the cargo handling from the port to the ship, as well as for the temporary storage to the loading operation to the ship. The maritime terminal of destination is responsible for the cargo handling from the ship to the port, as well as for the temporary storage until the loading operation to a vehicle takes place.

5


Multimodal Terminal The multimodal terminal represents the physical entity where the empty cargo units are collected (on the pre-carriage phase) and deposited (on the on-carriage phase, after the cargo was delivered to the receiver). Thus, the cargo units are destined to the storage of the cargo for the purpose of transport. Receiver The receiver represents the entity to whom the cargo in transport is destined. In fact, the receiver location represents the final destination of the cargo. Shipper This actor can be an individual or an organisation on behalf of which (directly or through an intermediary, a transport integrator for example) is firmed a transport contract of cargo with a carrier. In the majority of the cases the shipper is the owner of the cargo. The shipper can use several means of transport to assure the displacement of his cargos. Shipping Agent It is an individual or an organisation who transacts all business in a port on behalf of shipowners at an agreed payment. This includes notification of arrival and departure of vessel, either on a permanent or temporary basis; acceptance of vessel for loading, discharge, repairs, storing and victualling, arranging berths, tugs, harbor pilots; launches, ordering stevedores, cranes equipment etc. and so on. ‗In port‘ requirements include requirements of the Master, embracing bunkers, stores provisions, crew mail and wages, cash, laundry, engine and deck repairs, and crew repatriation; completion of customs, immigration and port health formalities; hatch and cargo surveys; collection of freight; collection and issuing of bills of landing; completion of manifests, notorial and consular protests and so on. Transport Integrator This actor, by request of the shipper, is responsible for the management of a transport service chain aiming the execution of a transport service. Thus, according to a value agreed with the shipper, the transport integrator determines the best combination of transport operators for the displacement of the cargo. The transport integrator earns the difference between the value that is agreed with the shipper and the values that he gets from the involved transport operators.

6


Warehouse It is the place where there may be performed logistics operations on the cargo, namely stuffing and stripping. It may function as a storage place as well. In this situation the cargo remains at the terminal until it is sent to a different place, such as a maritime terminal, the receiver warehouse etc. The warehouse it is essentially considered an integrant element of the pre and on carriage activities. Service Planning Process The process of service planning consists in planning, configurate and publishing the services offered by a service provider in Portmos. For this purpose, and in a Transport Integrator's point of view, the process must include activities such as the planning and configuration of the necessary transport chains for the execution of a service. Thus, the configuration of a transport service consists, besides the characterization of it, in the definition of the transport service providers‘ network which will assure the accomplishment of it. It should be enhanced that for the successful accomplishment of the service there should be defined several service providers‘ networks. After the analysis and definition of the transport services to be placed in the public market, the transport integrator‘s main concern will be the planning of the necessary transport chains for the execution of the services. The definition of the transport service can only be concluded after this planning activity as some information can only be more precise by that time, namely the costs involved and the services regularity. As for other service providers, such as road and rail carriers, their service offers may be published in Portmos so that Transport Integrators are able to consider them as potential partners on the definition of a transport service chain. A transport service will fit in a certain type: - Point to Point Transport Service, which may comprehend maritime transport service or railway transport service - Road Transport service The definition of MoS Services results of a combination of several service types which will be executed by different actors. Therefore, the transport integrator‘s main task should be the configuration of the service providers‘ networks that will assure the existing services offer. In order to guarantee the reliability of the service, the integrator must define alternative transport chains for each service offered. The service planning also requires the establishment of services agreements between providers and consumers which can be initialized by any of the parties. Specifically, a Transport Integrator or a service provider, such as a carrier, may start the negotiation process through which the

7


commercial conditions of both parties are defined. Afterwards, a service agreement between a Transport Integrator and a shipper may take place in order to define a spot or a long term commercial agreement. The service agreements will have as main elements: • Start location (which includes the transport service area) • End location (which includes the transport service area) • Cargo units • Duration/transit times • Cost (the cost can be defined by unit, volume of load etc) • Validity (the agreed conditions will be valid for a period of time, which means that the conditions may be valid for a spot or a long-term commercial relationship) • Service conditions As the services agreements are concluded, the composite services are able to be published in Portmos by the Transport Integrator. The main elements are represented: - Event (the element that iniciates the process) - Objective (the goal to reach with the execution of the process) - Resources (the resources used in the process) - Information (the information used and crucial for the execution of the process)

analysis Analysis Diagram

Serv ice Planning

«information»

Costs«information»

Serv iceLeadTime

«resource»

Serv iceProv idersChain

«business event»

ClientsDemand

«goal»

Serv iceAgreement

«flow»

«input»«supply»«supply»

«achieve»

Figure 2 - Service Planning Process

8


Service Agreement The goal of this process is the commercial agreement establishment for a service (a local or a transport service). A local service is a service performed at a certain location, that does not involve goods transportation, namely Insurance, storage, consolidation, etc. A transport service is a service which moves cargo (goods) between locations. Service Planning The process of service planning consists in the planning, configuration and the publishing of the services offered by a service provider in Portmos. The service planning requires the establishment of services agreements between providers and consumers which can be initialized by any of the parties. Specifically, a Transport Integrator or a service provider, such as a carrier, may start the negotiation process through which the commercial conditions of both parties are defined. Afterwards, a service agreement between a Transport Integrator and a shipper may take place in order to define a spot or a long term commercial agreement. Clients Demand The service planning process starts with the market demand for transport services. Service Providers Chain In the Transport Integrator point of view, the service offer must be sustained by service providers' chains.

3.2 Booking Process The process of Booking has as main goal the creation of a reservation for a transport service. The client - shipper – contacts the actor responsible for the transport execution or planning (this role may be assumed by a freight forwarder or a transport integrator) in order to book a transport service which may involve several different services. It will be of this actor responsibility the selection and coordination of the transport providers‘ chain (defined previously) considering the client‘s needs. After the selection is concluded and all the elements are budgeted the Transport Integrator is able to present a proposal to the costumer.

9


In some cases, some logistic operations are necessary before and after the waterborne leg and depending on the resources of who organizes the service, there may be the need of involving actors such as warehouses and hauliers. This is also a task of the transport integrator. The shipper confirms its interest in carrying through the transport service by confirming the Booking. In this chapter it will be presented the several perspectives related to the booking process through activities and sequence diagrams which reflect the process itself. The following analysis diagram represents the booking process in a simplified form. The main elements are represented: - Event (the element that iniciates the process) - Objective (the goal to reach with the execution of the process) - Resources (the resources used in the process) - Information (the information used and crucial for the execution of the process)

analysis Diagrama de Análise

«business event»

ShipperInquiryBooking

«resource»

TransportServ iceProv iders

«information»

Serv iceDescription

«goal»

BookingConfirmation

«information»

Serv iceProv idersReply

«information»

Booking

«supply»«supply»

«supply»

«input»

«achieve»

Figure 3 – Booking Process

Shipper Inquiry The shipper contacts a logistic operator transmitting the need of a service transport in order to send a cargo from a place to another. This first contact is the event which starts the whole booking process.

10


Booking Process The process of Booking, as it was mentioned before, consists in selectng the transport service chain so that a certain transport service may be booked and, therefore, executed. To reach this goal it is necessary the whole logistics chain intervention, from the shipper's intervention by asking for a transport service to the transport integrator who will coordinate and plan the transport execution. Booking Confirmation The main objective of this process is the achieving of a firm booking which will lead to the execution of a transport service. Booking The process is supported by only one document - Booking - which may assume several states during the process. Its life cycle will be presented further more. Service Description The client describes the type of service he is looking for. A set of information must be described in order to identify the proper logistic chain, namely: - type of cargo - date of cargo arrival at final destination - cargo description - place of origin and destination etc Transport Service Providers The transport service providers are important resources for the services execution as their main function is to execute the service. The transport integrator will be the responsible actor for the configuration of the transport service providers chain in Portmos.

11


Service Providers Reply The reply of the service providers regarding quotations and availability for the service execution under the client's conditions are crucial for the success of the booking. It is the transport integrator role to aggregate all the costs associated to the service as well to inform the client if the booking will be possible or not. The budgeting will be crucial for the confirmation of the booking.

3.3 Transport Execution Process

After the conclusion of the Booking Process with success (described previously), the transport execution process begins. This section's main goal is to illustrate the activities and information flows associated to each of the stages of the cargo transport. It is assumed that the Transport Integrator assumes the main role in this process as he constitutes the responsible entity for the transport planning and coordenation. The transport execution process is composed by two distinct and complementary elements: the surface transport and the maritime transport. Three distinct phases were considered since the moment that the cargo is collected at the origin place until the moment that it is delivered at the destination place: - Pre-Carriage (carried out by a surface carrier) - Maritime Transport (carried out by a maritime carrier) - On-Carriage (carried out by a surface carrier) The following diagram represents, in a simplified and schematized form, the transport execution process. The main elements are represented: - Event (the element that iniciates the process) - Objective (the goal to reach with the execution of the process) - Resources (the resources used in the process) - Information (the information used and crucial for the execution of the process)

12


Figure 4 – Transport execution process

Booking Confirmation A firm booking is the event that origins the transport execution. This means that as the conditions are agreed and defined the transport service may take place. TransportExecution The transport execution process aims assuring the cargo displacement from the origin place to the final destination place. This process includes the shipping instructions management to the transport providers and the transport service management during its execution. In all presented scenes it was assumed the process management role by the transport integrator. Cargo The cargo is the central element of the transport execution process, as it constitutes the handling object along the process.

13


Insurance Policy Normally the shipper prefers a contract associated to a cargo assurance. If something happens during the transport execution the assurance contract may be used in order to solve the conflits. Cargo Destination The main objective of the transport execution process is to assure that the cargo arrives at its final destination according to the previous agreed conditions with the client. Letter Of Credit The letter of credit may exist or not. If that garantee exists, the shipper may receive the value of the cargo through the BL and before the cargo arrives at the destination as long as the BL is clean. Service Providers The service providers are all the hired entities responsible for the transport of the cargo from the place of collection to the place of delivery. Cargo Unit The cargo unit contains the cargo through the whole transport execution process.

14


4. FUNCTIONAL MODEL Use Case Model Level 1

uc Use Case Model Level 1

PORTMOS

MoS Booking

MoS Serv ice

Execution

Management

Performance

Analysis

UC0A Transport

Integrator

UC0B Customer

UC0C Serv ice Prov ider

UC0D System

Administrator

System

Administration

Track & Trace

MoS Serv ice

Planning

Figure 5 - Use Case Model Level 1 UC0A Transport Integrator A person or organization working for or being the cargo owner or forwarder with responsibility for devising and operating transport networks.

15


UC0B Customer A person or organization that can be the shipper or the end receiver (consignee) of the cargo with a transport need for specific cargo and specific origins/destination. UC0C Service Provider An organization able to perform transport or related services that constitutes an individual segment in the transport network. UC0D System Administrator The system administrator manages the accessibility, security, reliability, and availability of the system. MoS Service Planning

uc MoS Service Management

PORTMOS

MoS Serv ice

Planning

UC1 Manage

Prov ider Serv ice

UC2 Manage MoS

Serv ice

UC0A Transport

Integrator


«flow»

«flow»

«extend»

«extend»

16


MoS Booking

uc MoS Booking

PORTMOS

UC3 Book MoS

Serv ice

UC4 Plan Shipment

UC5 Book Prov ider

Serv ice

UC0A Transport

Integrator


UC0B Customer

MoS Booking

«flow»

«flow»

«flow»

«flow»

«flow»«extend»

«extend»

«extend»

MoS Service Execution Management

uc MoS Service Execution Management

PORTMOS

UC6 Manage

Transport Execution

MoS Serv ice

Execution

Management

UC0A Transport

Integrator

«flow»«extend»

17


Track & Trace

uc Track & Trace

PORTMOS

Track & Trace

UC0B Customer

UC7 Track Cargo

UC8 Report Transport

Ev ent


«flow»

«flow»

«extend»

«extend»

Performance Analysis

uc Performance Analysis

PORTMOS

Performance

Analysis

UC9 Analyse Serv ice

Performance

Indicators

UC0A Transport

Integrator

«flow»«extend»

18


System Administration

uc System Administration

PORTMOS

UC10 Administrate

System

System

Administration

UC0D System

Administrator

«flow»«extend»

5. TECHNICAL MODEL

5.1 Non Functional Requirements

Avoid System Overlaping The PORTMOS system is aiming to facilitate the usage of multi-modal transport chains involving short-sea intra-European routes. As such, it should be built on top of existing services, operating primarily as an aggregator. There is no interest in developing operational features colliding with the ones in the existing actors‘ systems. It should work essentially as a broker, with enhanced integration capabilities. Facilitate Integration As a broker system, the main driver behind its success will be the ability to attract customers and service providers. Advanced and streamlined integration capabilities of key system areas, in both client and supplier side, will be a very important advantage, particularly for actors with higher transaction volumes. Integration costs should be as low as possible. For this to be attainable, it is desirable that both state-of-the-art and the widely used legacy integration technologies be available as alternatives. This should maximize the supported integration scenarios for the actors already with integration capabilities, those without them and future circumstances. Web Based The PORTMOS system is targeting the Web for a maximum network reach. Web technologies are widely accepted and used. End users are provided with easily recognisable application interface elements and navigation that allow them to be up and running with little or no training. The application deployment and administration processes are also smooth since they are

19


performed centrally. In addition, as an integration channel, the Web can be both globally available and cost efficient. Security The main security concerns surrounding the implementation of the PORTMOS system are derived from the fact that it is to be deployed over the Web. Because of its nature, this channel does not natively provide a ―safe‖ environment for actors interacting with the system. Security technologies have to be implemented over the channel to guarantee the identity of all actors (both humans and systems) and non-disclosure of business sensitive data travelling through the channel. Privacy The system must guarantee that each actor can only access strictly the information that he has permission, because some business information managed by PORTMOS is very sensitive.

5.2 System Architecture

In this section is summarized a possible system architecture that complies with the PORTMOS project vision and project requirements, and is likely to be adopted as it is presented here, or with only little changes Integration Model Integration Functional Diagram

Integration Mechanism

Inte

rfa

ce

Po

rtmo

sA

da

pte

r

Portmos Integration System

Portmos System

Client System 2

Cli

en

tS

ys

tem

Ad

ap

ter

Application 1

Application 2

Client System 1

Application 1

Application 2

Inte

rfa

ce

Routing

1 – Invoques Webservice(XML)

2 – Sends Confirmation/ Response

Message Box

Integration Mechanism

Inte

rfa

ce

Po

rtmo

sA

da

pte

r

Portmos Integration System

Portmos System

Client System 2

Cli

en

tS

ys

tem

Ad

ap

ter

Application 1

Application 2

Client System 1

Application 1

Application 2

Inte

rfa

ce

Routing

1 – Invoques Webservice(XML)

2 – Sends Confirmation/ Response

Message Box

Figure 6 - Functional Diagram–Portmos Integration

20


Functional Diagram Description PORTMOS Integration System supports the integration processes that will allow the information sharing between systems. These integration processes will connect information sent by client systems to business processes inside PORTMOS System. These business processes will have their own mapping and business rules modules for information treatment and integration. An integration process always starts when the client system makes a remote service call using the available integration mechanism. The PORTMOS system is always invoked and never invokes any services from client systems. The interface requires information input that will allow the integration mechanism to choose which integration process to use. The received information will then be placed in the message box responsible for its management (persistence or entry list). The Routing module accesses the information at the message box and executes the attribution to the corresponding business process in the PORTMOS System. When PORTMOS system receives information, it makes the association to the defined business processes. The business processes includes: The mapping of the information to the integration format; Submission of the information to the business rules; Association of the previously referred information to the process; All the business processes will be defined in the PORTMOS system. After the information integration in the business processes, PORTMOS system will then send a confirmation or response to the service interface call from the client system. The confirmation or response will vary in accordance to the integration process used, although the interface to be used is predefined in the integration mechanism. The confirmation or response will be placed in the message box and the routing module will be responsible for choosing the interface to use. The confirmation or response is then sent to the client system using the predefined client adapter. The communication between PORTMOS system and client systems will be executed through the integration mechanism using predefined adapters. These adapters will have communication ports, the system address and its communication protocol configured. If a client system has more than one application, the integration mechanism can have predefined one adapter for each client system application.

21


Functional Diagram Components Interface - web service It‘s the basic communication tool that client systems will use to communicate with other systems, namely PORTMOS. In the context of this document, these services will be available at the integration mechanism and it will be the PORTMOS system responsibility to make them available. These interfaces will be defined alongside with the business use cases on the corresponding specification document. Message Box The message box acts as a message repository for the integration mechanism. Will have its own management rules (persistency, entry list, etc). Routing The routing module will be responsible for mapping of the information / messages received in the integration mechanism and the business process (client system -> PORTMOS system) or the interface and adapter to use (PORTMOS system -> client system). PORTMOS Adapter Allows the integration mechanism to communicate with the PORTMOS system through a predefined communication port, system address and communication protocol. Client System Adapter Similar to the ―PORTMOS Adapter‖, it allows the integration mechanism to communicate with a client system through a predefined communication port, system address and communication protocol. Client Systems Client Systems are systems external to PORTMOS that will interact with it, using the integration mechanism. In the context of this project, they will be instantiated with the proprietary systems of the pilot clients (e.g.: Port of Sines).

22


PORTMOS System It‘s an information system that will manage and make available information, provide the web services, and belonging to intermodal services. It‘s the core system of the current project. PORTMOS Integrated System Is the Integrated Information System in an intermodal services logic, allowing information exchange between transport suppliers information systems and PORTMOS System. Allows the end-user to contract a transport service, appointing one responsible for it, and track the transportation during its life-cycle. Integration Mechanism The integration mechanism is composed by components which allow information integration between systems. The information integration will be done through the integration processes defined in the PORTMOS Integrated System. It will act as a middle system that allows systems to communicate with each other using its available components. PORTMOS system will use the integration mechanism to make its interfaces available to other systems. Client systems will use the integration mechanism to communicate with PORTMOS system. The components of this mechanism are: Adapters Message Box Routing Integration decision path The integration decision path helps in the process of specification and implementation of how the integration with the Actors and the PORTMOS system should be. The following picture illustrates this process beginning with physical and infrastructure prerequisites where the Actor‘s system may be analyzed. The other section refers to a application integration path in which focus will be the integration being implemented according to the specification.

23


Figure 7 - Actor integration decision path

24


Integration System Security The specified system is capable of validating the actors that collaborate with PORTMOS using a digital signature. It identifies undoubtedly the participants because their authentication is made by the secure protocols available. Besides the operating system where the integration layer lies guarantees confidentiality and access permission both of file and data access. Network considerations and design The integration layer is implemented with load balancing allowing requests distribution and fault tolerance. The data layer is implemented as a cluster to maximize performance throughput. This network configuration assures a high level of performance and guarantees scalability and robustness. In the Actor side instead of a BizTalk server it can be done by a layer of client custom integration implemented with its own web services in order to communicate with the PORTMOS system, depending of the client applications requisites.

25


The proposed network configuration is described in the above diagram.

Figure 8 - PORTMOS Broker and Actor network diagram

26


Network components of the integration suite BizTalk Server Responsible for the maintenance of the integration rules and

messaging routing.

SQL Server Repository of BizTalk Server where the messages and the message boxes are located.

SAN Attaches remote computer storage devices such as disk array controllers, tape libraries and CD arrays to servers in such a way that to the operating system the devices appear as locally attached devices.

Switch Used to make the network isolation and segmentation

Firewall Main task is to avoid malicious attacks to the network infrastructure.

DMZ Network Demilitarized zone (DMZ) or perimeter network is a network area (a sub network) that sits between an organization's internal network and an external network, usually the Internet. The point of a DMZ is that connections from the internal and the external network to the DMZ are permitted, whereas connections from the DMZ are only permitted to the external network — hosts in the DMZ may not connect to the internal network. This allows the DMZ's hosts to provide services to both the internal and external network while protecting the internal network in case intruders compromise a host in the DMZ. For someone on the external network who wants to illegally connect to the internal network, the DMZ is a dead end. The DMZ is typically used for connecting servers that need to be accessible from the outside world, such as e-mail, web and DNS servers It‘s in this network that the web services of the PORTMOS system will be exposed to all Actors.

Router Network component responsible for forwarding all the network packets

Software Application Technical Specification Broker Software / Integration Layer BizTalk Server 2006 uses the latest releases of other Microsoft technologies. It‘s built on version 2.0 of the .NET Framework, for example, and its developer tools are hosted in Visual Studio 2005. For storage, the product can use SQL Server 2005, the latest version of Microsoft‘s flagship database product, or SQL Server 2000, the previous release. BizTalk Server 2006 can also run on 64-bit Windows, taking advantage of the larger memory and other benefits this new generation of hardware offers.

27


Key aspects for the adoption of Biztalk Server 2006:

Biztalk Server 2006

Technology Capabilities

Is standards-based Integration and automation is a ground-up effort based on standards implemented at every level. The framework upon which it is built has at the foundation network integration, based on standards such as TCP/IP, and data integration across applications and platforms, based on standards such as HTML and XML. The Web services protocol (known as Simple Object Access Protocol or SOAP) enables diverse applications—including applications on different platforms—to automatically call the services of other applications. Together, these standardized communication protocols have helped to drive the costs of integration and automation solutions down, even as it has raised the effectiveness and broad applicability of the software.

Abstracts core integration logic

Achieving the goal of integrating business processes in a flexible, robust manner depends on abstracting core integration logic. This means that key integration processes must be abstracted such that disparate applications and platforms can communicate effectively. These processes include connecting systems (to send and receive messages, to process messages [that is, translate from one language to another], and to direct them to the appropriate next step in the process), executing critical business processes, and managing and monitoring the integration software itself.

Provides valuable business intelligence.

It is not sufficient for an IT worker to be able to collect and manipulate data across the organization—that data must be accessible to and understood by the business people that make corporate decisions on a daily basis. Therefore, business information must be able to be extracted into various views that help determine strategic direction.

Provides a business process management solution

Not all integration and automation software support the logical next step: a means by which to improve and optimize business processes. Business process management (BPM) software enables the business user to define and hand-off to IT the basic model of business process workflows and operational rules. In turn, IT delivers back to the business user a means to monitor and change business processes to optimize organization functioning. Ideally, the BPM solution is focused on providing a rapid and easy-to-use solution to business users that provides them with real-time insight into linked processes across the organization.

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6. MOS INFO-STRUCTURE SOFTWARE COMPONENTS An overview of the software architecture component model is laid out in Figure 4. The model driven code generation spans the Domain, Application Services and User Interface layers. The right pane, concerning the Reporting and Analysis features, and the Integration layer are not enclosed by the code generation.

RDBMS

Low level data storage and representation.Database logical model and SQL query languageXSD validated XML and XQueryFull-text search technology

Domain Layer

Completly isolates information entities persistence details.Encapsulates entity related business logic.Models information entities as higher level constructs, e.g. Entity, View, Aggregate, Single, Plugin, Factory, Value Object.

Application Services Layer

Use Case and Service oriented aggregation of commands and information. Business Process orchestration and human workflow support.

World Wide Web

XHTML or SOAP over HTTP(S)

Integration Layer

Transformation and mapping to and from other transport technologies vs Web-Services

OLAP

Fast ad-hoc query processing, data aggregation and long-run data storage.

User Interface Layer

User dialog models. Navigation, data render.

Reporting and Analysis User Interface Layer

Ad-hoc queries, charts and indicators.

Figure 4 - Software Architecture Component Model

The proposed fits on a standard multi-tiered Internet client-server component layout (Figure ). As such, the MoS Info-Structure benefits from the established advantages of this kind of design: Scales to larger deployments; No need to trust client machine; Improved database throughput with more clients than database connections.

29


World Wide Web

Presentation Tier

Makes commands available to the end-user, renders data and collects input.

Application/Logic Tier

Processes commands, performs rule evaluation, logical decisions, workflow execution and moves data between the surrounding layers.

Data Tier

Information is stored in a RDBMS and queried back to the Logic Tier for processing and eventually back to the user.

Figure 5 – Multi-tier Component Architecture

7. PORTMOS PORTAL In this section the MoS Info-Structure core system developed, named PORTMOS Portal, is presented explaining the use cases concretization through the robustness analysis and screen shoots, including the following main aspects:

Portal Overview Service Planning MoS Portal Browsing Shipment Planning Track And Trace Performance Analysis System Administration Next is presented the Overview Portal through some different illustrative figures of screens available in the Portal.

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7.1 Portal Overview

Figure 6 – MoS Info-structure Portal

31


7.2 Service Planning

Figure 7 - „Regular Schedule Page‟ screen

Figure 8 - „Spot Schedule Page‟ screen

32


Figure 9 - „Service Locations Page‟ screen

Figure 10 – „Service Agreements Home Page‟ screen

33


Figure 11 – „Add New Service Agreement‟ Page screen

Figure 12 – „Service Agreement Summary Page‟ screen

34


Figure 13 – „Pre Carriage Page‟ screen

Figure 14 – „Main Carriage Page‟ screen

35


Figure 15 – „On Carriage Page‟ screen

36


7.3 MoS Portal Browsing

Figure 16 – „Registration Page‟ screen

Figure 17 – „MoS Search Home Page‟ screen

37


Figure 18 – „Mos Service Details Page‟ screen

Figure 19 – „MoS Service Details Page‟ content edition screen

38


7.4 Shipment Planning

Figure 20 – „Create New Booking Page‟ screen

39


Figure 21 – „Booking Summary Page‟ screen

40


Figure 22 – „Good Item Summary Page‟ screen

Figure 23 – „Load Uniting Page‟ screen

41


Figure 24 – „My Shipments Home Page‟ screen

Figure 25 – „Booking Confirmation Header‟ Page

42


Figure 26 – „Shipment Summary Page‟ screen

43


7.5 Track and Trace

Figure 27 - Consignment Information screen

44


Figure 28 - Container Information screen

45


Figure 29 - Consignment Information screen of Notification Subscription

Figure 30 - Cargo Attributes screen of Notification Subscription

46


Figure 31 - Services screen of Notification Subscription

47


Figure 32 - Consolidation screen of Notification Subscription

In the fifth and last step, for each sub-service of the Consignment, the user may define temporal intervals for the transport arrival and departure events (so that he may be notified if the time of occurrence of those events are out of the defined intervals).

48


Figure 33 - Transport screen of Notification Subscription

49


7.6 Performance Analysis

Analyse MoS Indicators

sd UC9a Analyse MoS Indicators

UC0A Portal User

(from Use Case Model Level 1)

PORTMOS Home

Page

MoS Indicators Section

MoS Indicators Data

Get MoS Indicators

Figure 34 - Robustness diagram for use case 'UC9a Analyse MoS Indicators'

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Analyse Service Performance Indicators sd UC9b Analyse Serv ice Performance Indicators

Service Search Home

Page

Service Details Page

Back Button

Display

Display

Service Details Section

UC0B Serv ice Prov ider


UC0C Serv ice Consumer


Service Content Item

Service Indicators

Section

Get Service Indicators

Service Indicators Data

Figure 35 - Robustness diagram for use case 'UC9b Analyse Service Performance Indicators'

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7.7 System Administration

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8. PORTMOS DATABASE In this section, the PORTMoS Database is presented, including the following main aspects:

Faisca Framework Globalization Organization Service Planning Shipment Planning Track And Trace Next are presented some different illustrative figures of the PORTMoS Database.

8.1 Faisca Framework

Faisca Framework

FaiscaAudit Stores the audit records off all the database accesses performed throught the 'Faisca' framework when the audit module is active.

FaiscaContentFile Part of the 'Content' module of the 'Faisca' framework, this tables enables the storage of WYSIWYG editor uploaded images.

FaiscaContentItem Storage of non-repeatable WYSIWYG editor contents.

FaiscaContentItemVersion Performs the storage of the item content itself with versioning capabilities.

FaiscaContentList Enables the storage of repeatable WYSIWYG content.

FaiscaContentListField teste

FaiscaContentListItem Item belonging to a content list.

FaiscaContentListItemVersion Stores the multiple versions of an item's content.

FaiscaDialogView This table is not currently in use.

FaiscaGenericodeCodeList Allows the storage of Genericode based code lists or controlled vocabularies (see:

53


http://genericode.org).

FaiscaGenericodeCodeListJoinAuto This table is not currently in use.

FaiscaGenericodeCodeListJoinAutoColumn This table is not currently in use.

FaiscaGenericodeCodeListJoinManual This table is not currently in use.

FaiscaGenericodeCodeListPartial Representation of a partial code list. Partial code list are subsets of widely accepted larger standard code lists, used in a specific context, usually agreed between two parties.

FaiscaGenericodeCodeListPartialRow Allows the direct specification of partial list details applicable to a specific row.

FaiscaGenericodeCodeListPartialRowUsage This table supports the categorization of the code list row usage in the context of partial lists. The possible usage cenarios are: - Not Valid: indicates that a row cannot be used in the context of a specific partial code list; - Valid and Optional: can be used be it is not mandatory; - Valid and Required: must be used.

FaiscaGenericodeCodeListRow Relational instantiation of a code list row.

FaiscaMessagingConfig Stores the configuration parameters for the 'Messaging' module of the 'Faisca' framework.

FaiscaMessagingMailAddress E-mail address structure. May be grouped in a FaiscaMessagingMailAddressSet or used directly.

FaiscaMessagingMailAddressSet Allows the grouping of a set of e-mail address messages.

FaiscaMessagingMailMessage Table for the historic storage of system sent e-mail messages.

FaiscaSecurityClaim This table is not currenly used.

FaiscaSecurityClaimSet This table is not currenly used.

FaiscaSecurityClaimSetItem This table is not currenly used.

FaiscaSecurityMetaClaim This table is not currenly used.

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FaiscaSecurityRoleClaim This table is not currenly used.

FaiscaSecurityUserClaim This table is not currenly used.

FaiscaWorkflowDelegate This table is not currenly used.

FaiscaWorkflowMessage This table is not currenly used.

FaiscaWorkflowMetaRelation This table is not currenly used.

FaiscaWorkflowMetaTask This table is not currenly used.

FaiscaWorkflowOutOfOffice This table is not currenly used.

FaiscaWorkflowRoleAssignment This table is not currenly used.

FaiscaWorkflowTask This table is not currenly used.

FaiscaWorkflowUserAssignment This table is not currenly used.

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8.2 Globalization

Globalization

GlobalizationAmountSet Allows the grouping of a set of monetary amounts.

GlobalizationConfiguration Contains the default code lists to be used in the Globalization package objects.

FaiscaContentItem Stores currency exchange rates..

GlobalizationMeasureUnitConversion Stores measure unit conversion factors..

GlobalizationMeasurement Stores measurements. Must be grouped in an MeasurementSet.

FaiscaContentListField Allows the grouping of a set of measurements.

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8.3 Organization

Organization

OrganizationActorRole Allows any Actor to be assigned to a set of roles.

OrganizationConfig Stores the PartialList's Identifiers for the Organization Code Qualifiers

OrganizationContact Contact structure. Must be grouped in a ContactChannelSet.

OrganizationContactChannel Contact channel structure. Must be grouped in a ContactChannelSet.

OrganizationContactChannelSet Allows the grouping of a set of ContactChannel.

OrganizationContactSet Allows the grouping of a set of Contacts.

OrganizationParty Contains all the Information about a Party. Can be associated with an Actor.

OrganizationPartyRole Allows any party to be assigned to a Role. Must be grouped in a PartyRoleset.

OrganizationPartyRoleSet Allows the grouping of a set of PartyRole.

OrganizationRole Contains the association between the Organization RoleType and the Roles present in aspnet_Roles table.

OrganizationRoleType Contains all the Role types.

OrganizationUser Represents a User.

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8.4 Service Planning

Service Planning

ServicePlanningConfiguration

ServicePlanningConsignmentTemplate Stores consignment templates associated to an actor. Used in service definition to specify consignment partial lists.

ServicePlanningConsignmentTemplateDefault Contains the default code lists to be used in the creation of consignments and its goods items details.

ServicePlanningLoadUnitType Load unit type definition. Must be grouped in a LoadUnitTypeSet..

ServicePlanningLoadUnitTypeSet Allows the grouping of a set of load unit types.

ServicePlanningLocalService Stores definitions of services that are performed at a certain location, which does not involve goods transportation.

ServicePlanningMosService Stores the MoS services definitions.

ServicePlanningMosServiceCarriageCondition Contains the carriage condition types.

ServicePlanningMosServiceLeg Stores the MoS service legs definitions.

ServicePlanningMosServiceLegService Stores the association between the base services and the MoS leg.

ServicePlanningMosServiceLegTransportStage Contains the transport stages types.

ServicePlanningPointToPointTransportService Stores specific information of a point to point transport service definition.

ServicePlanningRoadTransportService tores specific information of a road transport service definition

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ServicePlanningService Stores de service definition that is common to all service types.

ServicePlanningServiceAgreement Stores the service agreement which relates a service definition to a costumer.

ServicePlanningServiceAgreementValidity Stores service agreements validity and quantity limits.

ServicePlanningServicePrice Contains the service price definitions. Each record defines a service price element.

ServicePlanningServicePriceTemplateDefault Contains the default code lists to be used in service price definitions.

ServicePlanningServicePublished Stores service definitions publication information.

ServicePlanningServiceType Contains the service type definitions.

ServicePlanningTransportLocationSchedule Stores transport service schedules. Used for point to point transport services.

ServicePlanningTransportLocationWeeklySchedule Stores transport services regular weekly schedules. A schedule can contain multiple point to point connections.

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8.5 Shipment Planning

Shipment Planning

ShipmentPlanningConsignment This table is a representation of a shipment planning consigment where all the information of transport conditions,goods, dates of shipment and parties are represented.

ShipmentPlanningConsignmentAlert

ShipmentPlanningConsignmentConfirmation

ShipmentPlanningConsignmentState

ShipmentPlanningDangerousGood

ShipmentPlanningEnvironmentSettings

ShipmentPlanningGoodsItem Represents the goods items consignment

ShipmentPlanningGoodsItemPlacement

ShipmentPlanningInformation Information associated to the shipment planning

ShipmentPlanningInformationSet Contains the shipment planning information set´s

ShipmentPlanningInstruction Represents the handling instruction´s

ShipmentPlanningInstructionSet Contains the shipment planning instruction set´s

ShipmentPlanningLoadUnit Load unit in a shipment planning

ShipmentPlanningLoadUniting Shipment planning load uniting

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ShipmentPlanningPackage Shipment planning package

ShipmentPlanningPackaging Shipment planning packaging

ShipmentPlanningPackagingSet Contains the shipment planning packaging set´s

ShipmentPlanningReference Represents all the information references associated to the shipment planning

ShipmentPlanningReferenceSet Contains the shipment planning reference set´s

ShipmentPlanningTransportMeans

8.6 Track and Trace

Track and Trace

TrackAndTraceCargoStatus List of all possible Cargo Status and associated descriptions.

TrackAndTraceConsignmentStatus List of all possible Consignment Status and associated descriptions.

TrackAndTraceEvent Information about a Track and Trace event..

TrackAndTraceEventType List of all possible Event types and associated descriptions..

TrackAndTraceLoadedGoodItem Information about cargo (LoadUnit, Package or Bulck cargo) that was stuffed / stripped into / from a cargo unit (LoadUnit).

TrackAndTraceNotificationMessage Notification messages sent to an Observer.

TrackAndTraceObserver Information about each 'observer' that subscribed the notification service.

TrackAndTrace_Event_LoadUnit List of LoadUnit elements associated with an Event.

TrackAndTrace_Event_LoadedGoodItem List of LoadedGoodItem associated with an Event.

TrackAndTrace_Event_MeasurementSet DEPRECATED: To be

61


removed. It was used to store environment measurments about cargo, but it was replaced by a direct association from the LoadUnit and Package with the GlobalizationMeasurementSet.

TrackAndTrace_Event_Package List of Packages associated with an Event.

TrackAndTrace_GoodsItem_LoadedGoodItem Information about the goods items stuffed / stripped inside / from a LoadUnit. It should reflect all the good items of all Packages and LoadUnits stuffed or stripped.

TrackAndTrace_LastConsignmentStatus Last known Consignment status.

TrackAndTrace_LastLoadUnitLoc Last known location / position of a LoadUnit.

TrackAndTrace_LastPackageLocation Last known location / position of a Package.

TrackAndTrace_LastTransportMeansLoc Last known location / position of a Transport Mean.

TrackAndTrace_LoadUnit_MeasurementSet A set of ambiental measurments related with one LoadUnit.

TrackAndTrace_LoadUnit_TransportMean Last known Transport mean where a LoadUnit is. Should represent the present situation.

TrackAndTrace_LoadedGoodItem_LoadUnit List of LoadUnit elements that were stuffed / stripped into / from another LoadUnit.

TrackAndTrace_LoadedGoodItem_Package List of Packages that was stuffed / stripped into / from a LoadUnit.

TrackAndTrace_Observer_Consignment List of Consignments that an observer is watching.

TrackAndTrace_Package_MeasurementSet A set of ambiental measurments related with one Package.

TrackAndTrace_Package_TransportMean Last known Transport mean where a Package is. Should represent the present situation.

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9. PORTMOS CORE WEB SERVICES

9.1 Booking Web Service

This web service supports the Booking process between the Consigners and Freight Integrators and between the Freight Integrators and the Service Providers.

Description

Provisional: this method allows the submission of a temporary or draft request for a booking. Firm: allows a booking request to be placed to a transport service provider. Confirm: response to a booking request. Cancel: cancellation of a previous booking request.

Interface and security

The Web Service is accessible by SOAP 1.2 over HTTP. All its methods are built in a one-way-only (or send-and-forget) fashion. Two types of security will be implemented at the message level: Signature – for client authentication and non-repudiation; Encryption – to prevent business sensitive message content disclosure.

Track and Trace Web Service

This WebService is used to setup track and trace information from several providers to the PORTMOS system.

Description

ServiceStatus: Allows a service provider to change a service state (to be done, started, done). CargoStatus: Allows a service provider to supply cargo status like location, position and other cargo specific attributes. StuffingAndStripping: Used to report cargo that is stuffed or stripped in a load unit at factory, terminal or warehouse.

63


LoadingAndUnloading: Used to report cargo that is load or unload on a vessel, rail wagon or truck

at factory, port terminal or at final destination.

TransportLocation: Used to report the location of a transport mean.

Interface and security

The web Service is accessible by SOAP 1.2 over HTTP. Two types of security will be implemented at the message level: Signature – for client authentication and non-repudiation; Encryption – to prevent business sensitive message content disclosure.

10 PORTMOS BROKER TECHNICAL IMPLEMENTATION

10.1 Implementation Strategy

The PORTMOS-Broker is implemented using the Windows Biztalk Server 2006 R2. The integration architecture is based in a publish/subscribe approach. PORTMOS-Core functionalities are consumed by orchestrations that expose those functionalities through web services in order to be evoked by several actors of PORTMOS solution. The Biztalk integration solution is made through different artifacts: Application – logical set of artifacts to implement a given integration. Orchestrations – implement simple logic to assure message delivery robustness and persistent points. Schemas – message format definition Maps – message translation formats, also used to assigned values to messages. Receive Ports – entry points for the integration process. Can be bi-directional. Send Ports – provide the ability to send messages to others systems. Can be bi-directional.

10.2 Development Implementation Solution

Base Platform

The integration solution is implemented in the Windows Platform. The operating system is the Microsoft Windows Server 20003 with service pack 2

Base Technology

As a natural result of the platform being Windows the development of the integration is made with most recent Microsoft Technologies supported by the .Net 2.0 and .Net 3.0. The message exchanging and party configuration is implemented by Microsoft BizTalk 2006 R2.

64


Below is a diagram illustrating the development lab:

Implementation

The publishing and actors PORTMOS access is implemented using the BizTalk adapters for the SOAP protocol (web services). The Booking and the Track & Trace have distinct web services. The main idea in the integration implementation is to be the most transparent and business agnostic being responsible for the message integrity and delivery assurance. For the tests implementation is used the BizTalk File Adapter in order to simulate the Actors requests to PORTMOS. For the capacity and stress tests is used LoadGen which is a tool targeted to BizTalk. All the requests received by the broker are logged in a folder trough a BizTalk File Adapter.

10.3 Biztalk Artifacts

In order to achieve this integration, Biztalk Artifacts were implemented, using as referenced application the BizTalk.System. Below are two diagrams illustrating the orchestrations the model will use in Booking Implementation and Track & Trace Implementation.

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66


1

PORTMOS Report D13 – Organization and configuration of pilot actions for the development of motorways of the sea in Portugal

REPORT

D13 PHASE 3

PROJECT FOR THE ORGANIZATION AND CONFIGURATION OF PILOT

ACTIONS FOR THE DEVELOPMENT OF MOTORWAYS OF THE SEA IN

PORTUGAL

2


1. OVERVIEW

The main objective of the pilot actions in PORTMOS 3 consists of:

Organizing and configuring pilot actions that will involve national and international actors for

structuring new intermodal services of the motorways of the sea.

Considering that these pilot projects propose the following objectives:

o Evaluate and test under real conditions the concept and requirements defined in phase

1 of PORTMOS.

o Test and validate the information system developed in phase 2

o Measure the business advantages and increases in competitiveness introduced by the

MoS services and by the technological platform that supports them.

Therefore, since the beginning of its development, pursuing these objectives depended on the success of the process of the:

Identification, structuring, and selection of pilot actions,

Later configuration and demonstration of the pilot actions, in real services, involving networks of

actors from the logistic and transport chains.

In order to make that possible, a complex methodology was followed, as briefly presented in this section, which was based on the following essential components:

Identification and structuring of business cases, which included:

o Selection and involvement of potential partners (national and international, representative of the whole intermodal chain);

o Definition of potential business cases together with the actors involved, with a view to structuring MoS pilot projects;

o Structuring business cases

Evaluation and selection of the pilots

o Evaluation of the business cases, based on pre-established criteria o Selection (by APP) of the two MoS pilot projects (one based on the port of Leixões and

the other based on the port of Sines) involving national and international actors representing the whole intermodal chain.

Configuration of the services – after selecting the two pilots, configuration and structuring of the

motorways of the sea‘s pilot service was carried out with the actors involved.

3


Demonstration – demonstration under real conditions of the service and information system

developed in phase 2

Impact evaluation – evaluation of the impacts of the pilot action on the transport chains and on

each of the actors

The following picture shows the chosen approach.

4


Picture 5 – main steps and activities associated to phase 3 of project PORTMOS

Knowledge base for evaluation and selection of pilots

Business Case

Identification

Business

Case Structuring Pilot Evaluation Pilot

Selection

Service

Characterisation

Actor

Involvement

Pilot

Demonstration

Evaluation of impacts per pilot

type

- Pre-selection of 10 pilot projects (total of 16) evaluated according to:

- Volume and type of cargo - Potential for Transferring from

road cargo to intermodal solution

In which information was integrated regarding: - Actors involved - Service characteristics (times, regularity, frequency, etc.) - Technical characteristics (ships/service) - Target market

- Main products

- Evaluation of national and international partners‘ requirements - Evaluation of expected impacts of the pilots (direct, business metrics, service quality indicators) - Multi-criteria analysis

- Selection of 2 pilot cases based on the results of the previous phase

In which the offer of services was defined according to the following aspects: - Type of service - Regularity/frequency - Areas of Influence / target markets - Networks of actors involved -etc - etc.

- Process composed of several elements: - Anchor traffic identification - Selection of actors (resources and criteria used )

- Commercial approach

In which the following aspects related to the process are characterised : - Objectives to achieve - Actors and respective roles carried out - Transport chains considered

- Main results

Methods of future quantification were defined for each actor n the chain and operational aspects of the MoS

services were evaluated

Service configuration

5


The work that led to the demonstration of PORTMOS‘s pilot actions started with a thorough business case identification and structuring process, which was based on the following essential components:

Preparation of an initial knowledge base – For identifying potential pilots and their respective

actors, an analysis of general statistical elements was carried out, regarding the movement of

import and export cargo made through road transportation, between Portugal and each of the

European Union countries.

Based on that analysis it was possible to create a list of ports that could be used in each of these countries for an intermodal transport operation, in conjunction with the Portuguese ports of Leixões and Sines, so that an intermodal transfer of this cargo from road routes to sea routes was possible, through a service within the Motorways of the Sea concept.

Actors’ involvement – with a structured knowledge base and possible alternatives identified, it was

possible to define a series of alternatives, which were made into Business Cases with the

involvement of an essential group of national and international actors.

From the start, the involvement of actors was one of the critical success factors in structuring new

sea-based intermodal services to be integrated in the motorways of the sea concept. Among the

actors that were contacted and involved are: shipowners, shipping agents, forwarders, ports,

transporters, terminal operators, among others

Structuring business cases – a set of detailed Business Cases was structured in depth with the

relevant actors

The following picture represents several activities carried out in order to achieve the final objective of

identifying and structuring the various alternatives/business cases associated to each port.

Base of knowledge for evaluation and selection of pilots

Business

Case Identification

Business

Case

Structuring

Pilot

Evaluation

Pilot

Selection

Service

Characterisation

Actors‟

Involvement

Pilot

Demonstration

Evaluation of impacts per

pilot type

Methods of future quantification were defined for each actor in the chain and operational aspects of the

MoS services were evaluated

In which the following aspects related to

the process are characterised: - Objectives to achieve - Actors and respective roles - Transport chains considered

- Main results

- Process composed of several elements: - Anchor traffic identification - Selection of actors (resources and criteria used)


In which the offer of services fwas defined according to the following aspects:

- Type of service - Regularity/frequency - Areas of influence /target markets -Network of actors involved

- etc.

- Selection of 2 pilot cases

based on the results of the

previous phase

- Evaluation of national and international partners‟ requirements - Evaluation of expected impacts of the

pilots (direct, business metrics, service quality indicators) - Multicriteria analysis

In which information was integratedregarding:

- Actors involved - Service characteristics (times, regularity, frequency, etc.) - Technical characteristics (ships/service)

- Target market

- Main products

- pre-selection of 10 pilot projects

(total of 16) evaluated according to: - Volume and type of cargo - Potential for Transferring from


Knowledge base for evaluation and selection of

pilots Service configuration

6

Picture 6 – main activities associated to the process of identification and structuring of business cases

After a process in which 16 potential motorways of the sea pilots were identified, a pre-selection of 10

potential pilot projects was made, from which two are a variant or alternative and they were all evaluated

according to volume and types of cargo and services that could attract from roads to the intermodal solution

that they represent.

Identification and involvement of actors representing the logistics and

transport chains

Based on: - Connections and contacts established in phase 1 of the project and those following ones

- Analysis of general statistic elements

Each business case includes the definition of: - Rationale associated to the identified commercial opportunity - Actor involved - Corridors to explore - Regularity - General service characteristics (technical and commercial) - Potential market

- Other elements

Structuring of alternatives by defining

business cases

identification of 16 potential MoS pilots, from which 10 business cases were pre-selected, evaluated according to:

- Volume, type of cargo and

services

7

The following picture shows the main characteristics of the evaluated business cases:

Business case Type of

service Actors involved

Target

market

Transit Times

(door-to-door) Main products

Project 1.

Leixões – Southampton – Zeebrugge – Leixões

Non-

existent

service

Ports of Leixões,

Southampton and

Zeebrugge; Port operator:

TCGL, terminal in

Southampton and in

Zeebrugge; transporters:

TIBA, Luís Simões,

Sardão; forwarders:

Garland;

terminals/platforms: CP-

Bobadela, SPC, TVT

United

Kingdom,

Northern

Europe

(Germany,

Belgium,

Netherlands)

Leixões –

Southampton: 3

days

Zeebrugge –

Leixões: 4 days

Paper and Pulp;

Machinery and

equipment; Cork; Wine;

Wood; Marble and raw

ornamental stones;

Chemical products;

Leather; Textiles

Project 2.

Leixões – Rouen – Leixões

Non-

existent

service

Ports of Leixões and

Rouen; Port operator:

TCGL, terminal in Rouen;

transporters: TIBA, Luís

Simões, Sardão;


Bobadela, SPC, TVT

North of Paris

and South of

Germany,

Belgium and

Netherlands

Leixões – Rouen:

3 days

Rouen – Leixões:

3 days

Paper and Pulp;

Machinery and

equipment; Cork; Wine;

Wood; Marble and raw

ornamental stones;

Chemical products;

Leather; Textiles

8



Target

market

Transit Times


Project 6.

Sines – La Spezia – Sines

Non-

existent

service

Ports of Sines and La Spezia;

Ship owner: MSC; Agent: MSC

Portugal; Port operators: PSA,

terminal of MSC in La Spezia;

transporters: TIBA, Luís Simões;

terminals/platforms: Interporto di

Parma, Interporto della

Toscana Centrale, Interporto

Amerigo Vespucci, CP –

Bobadela, SPC –

Valongo/Lisbon/Setúbal TVT

Italy Sines – La

Spezia: 4 days

La Spezia –

Sines: 4 days

Paper and Pulp;

Machinery and

equipment; Cork; Marble

and raw ornamental

stones

Project 6a.

Leixões – Fos – La Spezia – Lisbon – Leixões

Non-

existent

service

Ports of Leixões, Fos, La

Spezia, Lisbon; Port operators:

TCL, Terminal in La Spezia,

Fos; Ship owner: K-Line;

transporters: TIBA, Luís Simões;

terminals/platforms: Interporto di

Parma, Interporto della

Toscana, Centrale Interporto

Amerigo Vespucci, CP –

Bobadela SPC –


South of

France,

North of

Italy

Leixões – Fos:

4 days

La Spezia –

Lisbon: 4/5 days

La Spezia –

Leixões: 4/5 days

Paper and Pulp; Machinery and equipment; Cork; Wine; Wood; Marble and raw ornamental stones; Chemical products; Leather; Textiles



Target

market

Transit Times


Project 7. Sines – Marseille/Fos – La Spezia - Sines

Non-

existent

service

Ports of Sines, Marseille and La

Spezia; Port operators: PSA;

terminals in Marseille and La

Spezia; transporters: TIBA, Luís

Simões; terminals/platforms:

Interporto di Parma, Interporto

della Toscana, Centrale

Interporto Amerigo Vespucci,

CP – Bobadela SPC –


South of

France,

North of

Italy

Sines – Marseille:

3.5 days

La Spezia –

Sines: 4 days


Project 3. Leixões – Southampton – Rotterdam – Leixões

Existent

service

Ports of Leixões, Southampton

and Rotterdam; ship owners:

Holland Maas, K-Line, X-Press,

Portline, Transinsular; agents:

K-Line, Iberolinhas, Portmar, X-

Press, T&M; Port operators:

TLC, terminals Southampton

and Rotterdam; transporters:

TIBA, Luís Simões, Sardão;

forwarders: Garland;


Bobadela, SPC, TVT

United

Kingdom

and

Northern

Europe

Leixões –

Southampton: 3

days

Rotterdam-

Leixões: 3 to 5

days

Paper and Pulp; Machinerys and equipment; Cork; Wine; Wood; Marble and raw ornamental stones; Chemical products; Leather; Textiles

9



Target

market

Transit Times


Project 3a.

Leixões – Felixstowe – Rotterdam – Leixões

Existing

service

Ports of Leixões, Felixstowe

and Rotterdam; ship owners:

Holland Maas, K-Line, X-

Press, Portline, Transinsular;

agents: K-Line, Iberolinhas,

Portmar, X-Press, T&M; Port

operators: TLC, terminals in

Felixstowe and Rotterdam;


Simões, Sardão; forwarders:

Garland; terminals/platforms:

CP- Bobadela, SPC, TVT

United

Kingdom

and Northern

Europe

Leixões –

Felixstowe: 3

days

Leixões –

Rotterdam: 3

days

Rotterdam –

Leixões: 3 days

Paper and Pulp; Machinery and equipment; Cork; Wine; Wood; Marble and raw ornamental stones; Chemical products; Leather ; Textiles

Project 4.

Leixões – Liverpool – Leixões

Existing

service

Ports of Leixões and

Liverpool; Ship owners:

Gracechurch, Searoad;

Agents: Marmedsa, Garland;

Port operator: TCL, terminal

in Liverpool; transporters:

TIBA, Luís Simões, Sardão;

forwarders: Garland;


Bobadela, SPC, TVT

United

Kingdom

Leixões –

Liverpool: 3 days

Liverpool –

Leixões: 3 days


10


service Actors involved Target market

Transit Times


Project 5.

Sines – Leixões – Vigo – Antwerp – Vigo – Leixões – Sines

Existing

service

Ports of Sines, Leixões, Vigo

and Antwerp; Ship owner:

MSC; Agent: MSC Portugal;

Port operators: PSA, TCL,

terminal of MSC in Vigo and in

Antwerp; transporters: TIBA,

Luís Simões, Sardão;


Bobadela, SPC –

Valongo/Setúbal/Lisbon, TVT

United

Kingdom,

Northern

Europe

(Germany,

Belgium,

Netherlands)

Sines –

Antwerp: 5

days

Leixões –

Antwerp: 5

days

Antwerp –

Sines: 5

days

Antwerp –

Leixões: 5 days

Paper and Pulp; Machinery and equipment; Cork; Wood; Leather; Textiles

Project 8.

Le Havre - Sines

Existing

service

Ports of Sines and Le Havre;

Ship owner: MSC; Agent: MSC

Portugal; Port operators: PSA,

terminal in Le Havre;


Simões, Sardão;


Bobadela, SPC –

Valongo/Setúbal/Lisboa, TVT

France, South

Africa

Le Havre –

Sines: 4/5 days


11

2. PILOT EVALUATION

After structuring 10 business cases for potential pilot projects and considering that only 2 pilots will be selected, configured and demonstrated, a transparent and discerning evaluation and selection process was developed for each of the alternatives. This process, based on a multi-criteria analysis, took into account the following factors:

PICTURE 7 – ACTIVITIES OF THE PROCESS OF PRE-CONFIGURATION AND EVALUATION OF BUSINESS CASES

It should be mentioned that due to the commercial options of the actors involved – in some cases – or because important constraints were found, , the following were eliminated from the list of the selected 10 business cases:

Project 1: Leixões – Southampton – Zeebrugge – Leixões

Project 7: Sines – Marseille/Fos – La Spezia – Sines

Project 3: Leixões – Southampton – Rotterdam – Leixões

Project 4: Leixões – Liverpool – Leixões

Base of knowledge for evaluation and selection of pilots

Business

Case Identification

Business Case

Structuring

Pilot

Evaluation

- pre-selection of 10 pilot projects

(total of 16) evaluated according to: - Volume and type of cargo - Potential for Transfer from


- Evaluation of national and international partners‟ requirements - Evaluation of expected impacts of

the pilots (direct, business metrics, service quality indicators)

- Multi-criteria analysis

In which information was integrated regarding: - Actors involved

- Service characteristics (times, regularity, frequency, etc.) - Technical characteristics (ships/service) - Target market

- Main products

Pilot

Selection

Service

Characterisation

Actors‟Involv

ement Service configuration

- Selection of 2 pilot cases based on the results of the

previous phase

In which the offer of services was defined according to the following aspects:

- Type of service - Regularity/frequency - Areas of influence/target markets -Network of actors involved

- etc.

- Process composed of several elements: - Anchor traffic identification - Selection of actors (resources and criteria

used )


Pilot

Demonstration

In which the following aspects related to the case are characterised: - Goals to achieve

- Actors and respective roles - Transport chains considered

- Main results


pilot type

Methods of future quantification were defined for each actor in the chain and operational aspects of the


Evaluation of fulfilment of MoS Services requirements

Evaluation of the market and its economic pre-viability

Identification and evaluation of macro impacts

Investment identification

Risk analysis

For each business case, evaluation of the proposed services, bearing in mind the motorways of the sea requirements defined in phase 1 of the project

Identifying for each business case: - Traffic flows; - Development projection; - Market potential.

Macro impacts for business cases in relevant areas: - Potential modal road transfer – pilots; - Reduction of external Transport factors; - Traffic convergence in port corridors;

- Increase in overall quality of intermodal services

Macro identification of the main investments necessary per actor

With the objective of identifying the main risks that might compromise the economic viability of the

service

Service configuration Knowledge base for evaluation and selection of

pilots

12

2.1 Pilot Selection

Taking into account the results of the multi-criteria analysis, the pilot actions were selected, one based in the Port of Leixões and another in the Port of Sines. Therefore the pilot actions selected were as follows:

1. Pilot action 3/3a: Leixões –Felixstowe – Rotterdam – Leixões

2. Pilot action 6 - Sines – La Spezia – Sines.

However, due to alterations to the service provided by Delphis, the port of Tilbury is the new stop-off port for this service, replacing Felixstowe.

The evaluation and selection process enabled the choice of two pilots to be made for configuration and demonstration. The next process consisted of the detailed configuration of the service with all the actors involved.

2.2 Pilot Leixões – Tilbury – Rotterdam – Leixões

2.2.1 Pilot Overview The Leixões pilot project was based on the exploitation and upgrade of some sections of the SAMSKIP service, aiming to provide an intermodal door-to-door solution, with characteristics of a motorway of the sea, linking Portugal to the United Kingdom and to the North of Europe, namely Germany, the Netherlands and Belgium. This service makes it possible to offer links between Leixões, Tilbury and Rotterdam, with a frequency of two weekly departures to Rotterdam and one weekly departure to Tilbury. Samskip is the only 45 'PW container supplier on this route, providing an excellent opportunity to convert trailer cargo to multimodal. The Leixões weekend departure (arriving in Antwerp on Tuesday and in Tilbury on Wednesday), is a very competitive service, matching road transit timings.These transit times make it possible to offer a 4 / 5 day door-to-door service from Leixões to Tilbury and a 4/6 day service to the north of Europe, which is very competitive, if we take into consideration the alternative road service‘s transit times.


Business

Case Identification

Business Case

Structuring

Pilot

Evaluation Pilot

Selection Service configuration

Actors‟Involvement

Pilot

Demonstration


pilot type

- pre-selection of 10 pilot projects (total of 16) evaluated according to:

- Volume and type of cargo - Potential for Transfer from


- Evaluation of national and international partners‟ requirements

- Evaluation of expected impacts of the pilots (direct, business metrics, service quality indicators)

- Multi-criteria analysis

In which the offer of services was defined according to the following

aspects: - Type of service - Regularity/frequency - Areas of influence/target markets

-Network of actors involved - etc.

In which the following aspects related to the case are characterised:

- Goals to achieve - Actors and respective roles - Transport chains considered

- Main results

In which information was integrated regarding:

- Actors involved - Service characteristics (times, regularity, frequency, etc.) - Technical characteristics (ships/service)

- Target market

- Main products


previous phase

- Process composed of several elements: - Anchor traffic identification

- Selection of actors (resources and criteria used )


Methods of future quantification were defined for each actor in the

chain and operational aspects of the



pilots

13

Two vessels are used, according to the following chart:

Portugal (ship)

Monday Tuesday Wednesday Thursday Friday Saturday Sunday

Norma J/Sebas

Tilbury Rotterdam Rotterdam Rotterdam

POR 3 Felixstowe Rotterdam Rotterdam

For a more competitive solution, shippers may choose the following types of equipment:

Type of Equipment Max. Loading

20 ft Containers 25 t 40 ft Containers 26 t 45 ft Containers 26 t

2.2.2 Characterization Synopsis

The following table shows the pilot‘s main characteristics based on the port of Leixões.

Service Leixões – Tilbury – Rotterdam - Leixões Service type

Door-to-door intermodal service, including Sea and Road transportation

Door-to-door time

Leixões – Tilbury: 7 days Leixões – Northern Europe: 7 days Northern Europe – Leixões: 6 days

Regularity

Weekly (departure on Fridays, exportto United Kingdom, 2 departures to Rotterdam)

Areas of Influence

- Northern and Central Portugal - Rotterdam region - Southern and Central United Kingdom

Target Market

Exportation to the United Kingdom: Machinery and vehicles, leather (footwear) and

textiles (clothing), glass, potatoes, vegetables and fruit, food products ( about 69% of the total volume)

Exportation to Northern Europe: Leather and textiles, machinery and vehicles,

wood/cork (about 66% of total volume) Importation from Northern Europe:

Machinery and vehicles, leather and textiles, food products, vegetables and fruit

Target Market 2008-2012

TEU‟s

2008 122.674,5

2009 131.915,3

2010 141.858

2011 152.556,8

2012 164.074,5

Actors involved

APDL, Port of Rotterdam, Port of Tilbury, SAMSKIP, Delphis, TCL – Terminal de Contentores de Leixões, Autotransportadora Pereira Mendes

14

2.2.3 Map of Networks of the Actors Involved

In this section the national and international actors that participated in the PORTMOS Project, in the Leixões pilot action, are presented. The next picture systematises more clearly the role of these actors in terms of the activities they carried out regarding the new motorways of the sea service.

Picture 8 – actors that participated in the pilot based on the port of Leixões

As stated in previous reports, each of the actors involved took on one or more roles in the transport chain. In the case of the pilot action in Leixões, the role of Transport integrator was assumed by Samskip , whose main tasks consisted of configuring the services and transport chains, as well as planning, co-ordinating operations and managing the relationships with its clients. . As for the maritime leg, the service was the responsibility of the ship owner Delphis.

Actors that Participated in the pilot

action

SAMSKIP

TCL – Terminal de Contentores de Leixões

APDL – Administração dos Portos do Douro e

Leixões

Port of Rotterdam

Port of Tilbury

Delphis

Autotransportadora Pereira Mendes

RST - North

Fort Docks

Actor‟s Activity Role carried out

Agent/Shipping Line

Port Operator

Port Authority

Port Authority

Port Authority

Ship owner

Road transporter

Port Operator

Port Operator

- Architect of the transport chain - Operation coordinator - Manager of Clients and Service Providers - Service consumer

- Service provider integrated in the

PORTMOS offer

- Port Authority - Aggregator of information of the Port Community - Service provider integrated in the

PORTMOS offer

- Port Authority - Aggregator of information of the Port Community - Service provider integrated in the PORTMOS offer


- Service provider integrated in the PORTMOS offer


PORTMOS offer

- Service provider integrated in the PORTMOS offer in Rotterdam


PORTMOS offer in Tilbury

15

There‘s an additional set of actors which completes the global door-to-door solution:

Role Actor Forwarder PortoCargo Shipping Agent Delphis / Samskip Portugal Freight forwarder / transport integrator at Rotterdam and Tillbury

Samskip

Road transport TIBA Road transport Luis Simões Road transport Sardão Forwarder Garland Logistic platform SPC Valongo Logistic platform CP Bobadela Logistic platform TVT Riachos In the section about the process of demonstrating the motorways of the sea pilots, both the roles and the various activities carried out by each of the actors involved will be fully detailed.

2.2.4 Safety and Security Components

In the case of the port of Leixões it was found at the outset that it complied with a basic set of safety and security requirements:

The entire port area is fenced; its whole area is covered by surveillance camareas; .access to the

port by land and sea is very restricted; the port area is patrolled by security personnel 24 hours a

day. The port of Leixões is also supported by VTS, an electronic system for identifying ships and

controlling shipping and the port security and safety policy is connected with all the relevant

authorities.

Since the beginning, the pilot projects of PORTMOS were setup taking into account the recently inaugurated Coordination Center for Safety and Security (CCSS), a supervising and controlling service which manages the port activity with regard to controlling operations and CCTV and is an important instrument in ship planning and management, permitting a greater flow of traffic and of off-loading of goods at the Port of Leixoes. This new Centre contributes towards greater or operational security and enables good environmental practices to be inspected because in the same space the areas of planning, security environment piloting and towing are concentrated which in case of emergency, means that there is integrated co-ordination and a quicker response to any occurrence. During the course of the motorway of the sea pilots a significant investment was under deployment in Leixões that had significant implications on the safety and security procedures related to the MoS: The construction of the VILPL (Inner Circular Road to the port of Leixões) and the implementation of the port of Leixões‘ main gateway.

The VILPL is a road connection that provides heavy vehicles with a direct and exclusive access to

the port of Leixões. It has direct access to the motorway, through VRI (internal regional motorway),

and it is located about 2 km from the IC24/A41 and A4

The new gateway is the land ―entrance‖ to the port of Leixões, where all the information related to

the entrance and exit of goods is integrated.

16

The implementation of the new Leixões gateway and the development of the PORTMOS pilots occurred simultaneously and implied the review of the safety and security procedures. In the specific case of the MoS pilots, and by establishing of trucker cards and integrating information points between various actors, it allowed various track and trace points of contact to be created, which were included and integrated in the MoS info-structure, developed in PORTMOS.

2.2.5 Areas of Influence of the Pilot

As the service already existed, the objective was to take advantage of some of the routes or legs in the line to build an intermodal maritime-based, door-to-door service , with motorway of the sea characteristics, connecting Portugal to the United Kingdom and to Northern Europe , made up of Germany, the Netherlands and Belgium. With the above-mentioned lines it is possible to offer connections between Leixões, Tilbury and Rotterdam, with a frequency of two departures per week to Rotterdam and one weekly departure to Tilbury. The transit times meant that a 4/5 day door-to-door service from Leixões to Tilbury can be offered , and a 4/6 day service to the North of Europe, which is competitive bearing in mind the road alternatives available. Following the study that was drawn up and presented in Deliverable D07, it has been concluded the available market for this project is the cargo flows transported by road originating from or destined for NUTS 2, Northern and Central Portugal, as they are the ones that present a higher relative importance in these kind of flows, representing, in 2005, about 75% of the export market and 49% of the import market using this type of transportation, which corresponds to a total of 98.362 HDV, with an average weight of 16 tons of cargo.

In the United Kingdom, the same Regions represented 64% of the export market and 57%of the import

market, which corresponds, in 2005, to 21.434 HDV, with an average weight of 16 tons of cargo.

Based on these values, the areas of influence of the pilot in Portugal were defined, the North and Central

regions being the main areas covered by the door-to-door service in question. As for the areas of influence of

the pilot in Northern Europe and the United Kingdom, the areas covered by the intermodal service are

Southern and Central UK as well as the c Rotterdam region, which includes regions of Germany and

Belgium.

17

The following picture illustrates the areas of influence of the intermodal service provided by Samskip, which

included several operators with whom Samskip has been working for this service.

2.2.6 Differentiating Characteristics of the Service

Given the existing conventional intermodal services, this service was configured using a set of differentiating

features which ensure greater competitiveness against the road alternative:

Existence of integrator and door-to-door perspective of the service – The offer was structured in

an integrated and door-to-door perspective, geared towards the logistic requirements of companies

that may come to perform modal transfers from road routes to a motorways of the sea service. This

situation means identifying a transport integrator capable of managing and making available a

global D2D competitive offer.

Adjusted costs and service parameters – The project team worked hard with all the actors in the

network of services in order to establish more competitive conditions and a more competitive offer

format (particularly in terms of cost optimisation).

Area of Influence of the pilot: - Centre and North Portugal - Centre and South United Kingdom - Netherlands, Belgium and Germany

18

Commercial approach taken – An in-depth approach to Portuguese carriers was made in order to

attract the transfer of cargo to these modal services. This commercial approach was created

specifically for this Target-market and will continue to be used in post-project phases.

Information system – MoS service é easily manageable in all its logistical complexity, because it is

supported by a technological platform specifically developed for that complex scenario. When this

method is used by those who plan and manage the service (transportation integrators and service

providers), all the benefits go to the final client through several factors such as service transparency

and reduction in operational costs.

Using equipment adapted to the market of modal transference - This is the only service to

provide with 45 ‘PW containers on this route, making it an excellent opportunity to convert towing

cargo into multimodal.

2.2.7 Main Constraints Identified

In this project, and mostly as a result from cooperation established with the various actors in the transportation network, constraints related to the functionality of the MoS services were identified and must be overcome in order to assure the provision of greater service efficiency . This subject was already mentioned in previous reports, so the information presented consists of a summary of previously referred data. Another important aspect to mention is the fact that the set of identified constraints does not seem to have an immediate resolution since tit depends on several factors, according to their nature. Some constraints are already being resolved, mostly those that depend directly on the intervention of Samskip/Delphis. There will be others, namely constraints related to electronic procedures, which will take longer to solve and will involve a group of different entities and so, consequently, will not be addressed within the pilot project.

19

Therefore, the following constraints were identified, as well as the main steps to take in order to overcome them:

For the Pilot Project

Constraint Types Observations Approach to use

Intermodal Service

Occasionally available slots on the ship are missing, which may compromise the credibility of the service with the final clients. This situation may lead to a high level of attraction to the road alternative.

Samskip and Delphis should adapt the available capacity of the service in order to assure the complement of traffic from the MoS services

Port Operators

Inexistence of entry and exit time windows for SSS/AEM traffic, thereby compromising the service‘s reliability in terms of required levels for MoS services.

Network actors are evaluating the possibility of establishing entry and exit traffic windows

For fulfilling the efined requirements fulfilment for MoS effectiveness


Port Operators Impossibility of IT segregation (or physical, as an alternative) of MoS traffic and introduction of concept of immediate exit of containers

The actors are evaluating the possibility of overcoming these faults with radical changes to the service and running procedures of entities like the port‘s terminal. These changes, therefore, will not be approached in the pilot project

Service traffic times Door-to-door times are higher than those of road transportation

Customs – Electronic procedures The electronic transmission of the Manifest between countries is not working

Efforts must be made so that bilateral agreements between the customs of state-members involved establish the electronic transmission of the Manifest

2.2.8 Comparison Original Service vs Upgraded Service

The main comparison parameters are:

Original service Upgraded service

Door-to-door integrated service

Non-existent. The service was focused on port-to-port

Door-to-door service

Door-to-door transit time Non-existent. The service was focused on port-to-port

See table below

Commercial structure to approach modal shit market

Non existent Existent

Online door-to-door Tracking and tracing

N.A Available during the pilot

Availability of special equipment (namely 45 PWC containers)

Limited availability Available

Online booking N.A. Available during the pilot In terms of costs, the following tables reflect the competitive performance of the service compared to the road alternative (considering the use of 45 'HC PW units)

20

Portugal - North of Europe connections:

50 100 150 200 250 300

50 -29,5% -27,2% -24,8% -21,0% -17,5% -14,3%

100 -27,3% -24,9% -22,5% -18,7% -15,2% -12,0%

150 -25,5% -23,1% -20,7% -16,9% -13,4% -10,2%

200 -22,3% -19,9% -17,5% -13,7% -10,2% -7,0%

250 -20,0% -17,6% -15,2% -11,4% -8,0% -4,8%

300 -15,5% -13,1% -10,7% -6,9% -3,4% -0,2%

valores em EUR

50 100 150 200 250 300

50 -32% -29% -26% -21% -17% -13%

100 -29% -26% -23% -18% -14% -10%

150 -27% -24% -21% -16% -12% -8%

200 -23% -20% -17% -12% -8% -4%

250 -20% -17% -14% -9% -5% -1%

300 -14% -11% -8% -3% 1% 5%

Leixões

(distance

in km

from the

port)

Leixões

(distance

in km

from the

port)

ExportsRotterdam (distance in km from the port)

Intermodal Solution (45' PW HC container)

ImportsRotterdam (distance in km from the port)

Portugal - United Kingdom connection:

50 100 150 200 250 300

50 -29,5% -27,2% -24,8% -21,0% -17,5% -14,3%

100 -27,3% -24,9% -22,5% -18,7% -15,2% -12,0%

150 -25,5% -23,1% -20,7% -16,9% -13,4% -10,2%

200 -22,3% -19,9% -17,5% -13,7% -10,2% -7,0%

250 -20,0% -17,6% -15,2% -11,4% -8,0% -4,8%

300 -15,5% -13,1% -10,7% -6,9% -3,4% -0,2%

Intermodal Solution (45' PW HC container)

ImportTillbury (distance in Km from the port)

Leixões

(distance

in Km

from the

port)

In terms of door-to-door time comparison, and based on the latest data provided by Delphis and Samskip, the following values were obtained:

Destinations Intermodal solution Road solution

Imports Rotterdam - Leixões Min 3/ Max 4 days Min 3/ Max 4 days

Tilbury - Leixões Min 6/ Max 7 days Min 3/ Max 4 days

Exports Leixões - Rotterdam Min 7/ Max 8 days Min 3/ Max 4 days

Leixões - Tilbury Min 6/Max 7 days Min 3/ Max 4 days

21

2.3 Pilot Sines – La Spezia – Sines

2.3.1 Pilot Overview

The Sines-La Spezia-Sines pilot project is based on MSC‘s existing services, aiming to create intermodal

door-to-door solutions, with characteristics of motorways of the sea, linking Portugal to Italy.

In the Westbound direction, the service is based on the upgrade of the already existing services. It began

with a weekly departure and quickly turned into a twice a week departure service. The service is based on

sections of the routes MSC Med - USA - Gulf and MSC Med - USA - North Atlantic.

The Med - USA - Gulf route uses 9 vessels with a capacity of 5,000 Teus (each) and speed of 20 knots. The

Med - USA - North Atlantic route uses 6 vessels with a capacity of 3,000 Teus (each) and a speed of 20

knots also.

The departure days from La Spezia are Thursday and Friday, with port-to-port transit times ranging from 3 to

5 days, and door-to-door transit times from 4 to 6 days.

In the PORTMOS project, the development of an Eastbound connection (Sines to La Spezia) was based on

a change in the service connecting Savannah to Naples (United States - South Atlantic, Mexico and Gulf to

Med), offering a weekly regular service from Portugal to Italy, departing from Sines on Thursdays and with

transit times ranging from 3 to 5 days, and door-to-door transit times from 4 to 6 days.

22

2.3.2 Characterization Synopsis

The following table shows the pilot‘s main characteristics based on the port of Sines.

Service Sines – La Spezia - Sines Service type

Door-to-door intermodal service, including Sea, Railway and Road transportation

Door-to-door time

Sines – La Spezia: minimum of 6 days La Spezia – Sines: 4 to 6 days

Regularity

Weekly (one export and two import departures)

Areas of Influence

- Centre, Lisbon and Vale do Tejo, Alentejo, Algarve - North and Centre of Italy

Target Market

Exportation to Italy: Textiles and leather, machinery and vehicles,

chemical products, raw and manufactured minerals, food products and fodder (about 77% of total cargo)

Importation from Italy: Machinery and vehicles, chemical products, Textiles

and leather and food products and fodder ( 47% of total)

Target Market 2008-2012

TEU‟s

2008 34.044,75

2009 36.081

2010 38.238,75

2011 40.527

2012 42.950,25

Actors Involved APS, Port of La Spezia, MSC Portugal, Le Navi, PSA, Grupo Silvestre & Silva, TVT, Multimodal Terminal of Bobadela, CP, Luz&Irmão, Tracogás, Conteparque

2.3.2.1 Map of Networks of Actors Involved In this section the national and international actors are shown that participated in the PORTMOS Project, particularly in the Leixões pilot action . The figure below systematises more clearly the role of these actors in terms of the activities carried out for the new motorways of the sea service .

23

PICTURE 6 – ACTORS PARTICIPATING N THE PILOT BASED ON THE PORT OF SINES

Actors participating in the pilot action

Actors Activity Role carried out

- Architect of transport chain - Operation coordinator - Manager of Clients and Service Providers

- Service consumer

Agent/Navigation Line

Agent

Port Operator

Port Authority

Port Authority

- Service provider integrated in

the PORTMOS offer



- Agent in La Spezia - MSC interlocutor for the Italian

network

Port Authority

Port Authority

Port Authority

Port Authority

Port Authority

Port Authority






PORTMOS offer


MSC Portugal

Le Navi

PSA

APS – Administração do Porto de Sines

Port of La Spezia

Grupo Silvestre & Silva (TIBA)

Luz&Irmão

Tracogás

TVT – Multmodal terminal of Vale Tejo

Mult. Ter. Bobadela

CP – Caminhos Ferro Portugueses

24

In the case of the pilot action in Sines, the role of Transport Integrator was taken on by the company MSC, whose main tasks consisted of configuring its services and transportations chains, as well as planning, coordinating operations and managing the relationships with its clients. With regard to the maritime leg, this service was the responsibility of the shipowner Delphis. The agent in Italy, Le Navi, is currently responsible for all the planning of the transportation in the Italian region. Concerning the land operations, forwarders and rail operators on both countries were:

Role Actor Railroad operator CP – Portugal Railroad operator Italcontainer – Itália Railroad operator Sogemar – Itália Forwarders Expeditors Forwarders Arnaud Forwarders Unicordas Forwarders Damco Forwarders Schancker Forwarders Gefco The intermodal service integrates several rail links in Portugal and Italy. In Portugal, the service is linked to two logistic platforms through rail services:

Bobadela, covering the Lisbon and Vale do Tejo region:

o 4 trains per day in both directions, operated by CP

TVT, covering the Centro region of Portugal

o 1 train per day in both directions, operated by CP

There are also regular rail services from Bobadela and TVT to Madrid and other Spanish regions (operated by CP and RENFE). In Italy, the service is linked to several logistic platforms through rail services (operated by SOGEMAR and ITAL CONTAINER), with particular relevance to:

Interporto di Parma (several daily services)

Interporto Americo Vespuci (several daily services)

Interporto della Toscana Central (several daily services)

2.3.3 Safety and Security Components

25

In the case of the port of Sines , it was also found at the outset that it complied with a set of safety and security requirements:

The port of Sines and the terminal involved in the pilot action (terminal XXI) fully comply with the

requirements of the ISPS code and all the EU recommendations and regulations. Terminal XXI is

fully certified while the port authority is under certification.

The entire port area is restricted; it is supported by CCTV; access to the port is very restricted by

land and sea and the port area is patrolled by security personnel 24 hours a day, and the port

security and safety policy is articulated with all the relevant authorities.

During the PORTMOS pilots, and through business process reengineering or with the support of the PORTMOS info-structure, a series of initiatives were prepared, enabling the integration of Sines and La Spezia,to providing easier handling of information, integrating it with freight services and dry ports / logistic platforms. Simultaneously, a process to integrate coastal VTS with port management systems and the PORTMOS info-structure took place, aiming to guarantee a more efficient exchange of information. Also regarding security the access control procedures were reviewed, and a new control system was implemented in the access areas. The development of PORTMOS pilots was also connected with a set of very important initiatives in Sines for developing safety and security, particularly:

Implementation of a VTS coastal system. ******

Implementation of the integrated communication system - The installation of an integrated digital

communications system in the Port of Sines‘ Ships and Dispatch Center, including radio (UHF and

VHF) communication, and landline and mobile networks. Within the scope of this system, port

vessels are equipped with AIS units.

Port Surveillance System - It provides electronic safety, environmental and operational services with

a safety information system that manages the alarms of the various port facilities. It is

complemented by video surveillance of the terminals‘ communal areas, concession areas and

respective access areas. It also allows the monitoring of the maneuvering basins for the ships

commanding the port.

Port Single card - development of a single card for access to the different areas of the port and

ships, for use by all entities in carrying out their activities, within the scope of an integrated safety

system and the implementation of the ISPS Code on the Port of Sines.

2.3.4 Areas of Influence of the Pilot As the service already existed, the objective was to take advantage of some of the routes or legs of these lines to build an intermodal maritime-based door-to-door service, with motorway of the sea characteristics, connecting Portugal to Italy, incorporated in the Western Mediterranean motorway of the sea.

26

With this line the service has 3 departures from La Spezia, with peer-to-peer transit times that vary from 3 to 5 days, which are turned into door-to-door transit times of 4 to 6 days. After drawing up the study presented in Deliverable D07, it was concluded that the available market for this project was the cargo flows transported by road originating or destined for Portuguese NUTS 2, Centre, Lisbon, Vale do Tejo, Alentejo and Algarve, having, in 2005, a significant importance in these kind of flows, with regard to the Italian market, of about 75% of the export market and 61% of the import market for this type of transport, representing a total of 42,579 HDV with an average load of 16 tonnes.

27

Therefore, based on the achieved values, the pilot‘s areas of influence in Portugal were defined. The region

of Coimbra ‘is the reference from which the limitative region towards the South may be defined as the limit

for the area covered by the door-to-door service in question. The Italian pilot‘s area of influence is all its

territory, since the whole area is covered by the service provided by MSC.

The following picture illustrates the areas of influence of the intermodal service, provided by MSC, which

included the various logistic platforms with which commercial connections within this MoS service can be

established.

Figure 7 - Areas of influence of the pilot based on the port of Sines and main logistic platforms in the region of La Spezia

Area of Influence of the Pilot: - The whole Italian territory may be considered as covered by the service - Centre and South of

Portugal

28

2.3.5 Differentiating Characteristics of the Service

As was said with regard to the MoS service provided by Samskip, the intermodal service, based on the port

of Sines, presents the following differentiating characteristics:

Only direct intermodal service between Portugal and Italy – after the operational start-up, this

service is recognized as the only direct intermodal service existing in both directions between

Portugal and Italy.

Existence of an integrator and door-to-door perspective of the service – The offer was

structured in an integrated and door-to-door perspective, geared towards the logistic requirements

of the companies that may carry out modal transfers from road to a motorways of the sea service.

This situation implies the identification of a transport integrator capable of managing and making

available a global D2D competitive offer.

Adjusted costs and service parameters – The project‘s team worked hard with all the actors in

the network of services in establishing more competitive conditions and a more competitive offer

format (particularly in terms of cost optimisation).

Adapted Commercial approach – An in-depth approach to Portuguese carriers was made in order

to attract the transfer of cargo to these modal services. This commercial approach was created

specifically for this Target-market and will continue to be used in post-project phases.

Information system – MoS service é easily manageable in all its logistical complexity, because it is

supported by a technological platform specifically developed for that complex scenario. When this

method is used by those who plan and manage the service (transportation integrators and service

providers), all the benefits go to the final client through several factors like service transparency and

reduction in operational costs.

29

2.3.6 Main Constraints Identified

In this project, and mostly as a result from cooperation established with the various actors in the transportation network, constraints related to MoS services functionality were identified and must be overcome in order to assure the provision of a more efficient service. This subject was already mentioned in previous reports, so the information presented consists of a summary of previously referred data. Another important aspect to mention is the fact that the set of identified constraints does not seem to have an immediate resolution since it depends on several factors, according to their nature. Resolving some constraints depends directly on the intervention of MSC. There will be others, namely constraints related to electronic procedures, which will take longer to solve and will involve a group of different entities and tso, consequently, will not be addressed in the pilot project. Therefore, the following constraints were identified, as well as the main steps to be taken in order to overcome them:

For the Pilot Project


Maritime Service

Occasionally available slots on the ship are missing , which may compromise the credibility of the service with the final clients. This situation may lead to a high level of attraction to the road alternative.

MSC should adapt the available capacity for the service in order to assure the complement of traffic from the MoS services

Intermodal Service

There is a recurring lack of available slots in railway services in Italy, compromising the deadlines established with clients. This situation compromises the reliability levels required for a MoS service

MSC is negotiating with the local railway operator so that this constraint can be eliminated through the adjustment of it s capabilities for the MoS services

Customs aspects The requirements for the adoption of authorised expeditor status and simplified procedures as a way of implementing efficiency in providing MoS services were still not accepted.

This process is being dealt with involving key agents in the process (MSC, Le Navi, APS and Portuguese and Italian Customs).

For fulfilling the defined requirements for MoS functionality


Port Operation Impossibility of IT segregation (or physical, as an alternative) of MoS traffic and introduction of concept of immediate exit of containers

The actors are evaluating the possibility of overcoming these faults with radical changes to the service and running procedures of entities like the port‘s terminal. These changes, therefore, will not be approached in the pilot project

Service Traffic Times Door-to-door times are higher than those of road transportation

Customs – Electronic procedures Electronic transmission of the Manifest between countries is not working

Efforts must be made so that bilateral agreements between the customs of state-members involved establish the electronic transmission of the Manifest

30

2.3.7 Comparison Original Service vs Upgraded Service

The main comparison parameters are:

Original service Upgraded service

Door-to-door integrated service

Non-existent. The service was focused on port-to-port

Door-to-door service

Door-to-door transit time Non-existent. The service was focused on port-to-port

(table below)

Weekly services 1 2

Fixed days for departure at La Spezia

No Yes

Commercial structure to approach modal shit market

N.A Existent

Cost reductions (when compared with road transport)

N.A. See table below

Online door-to-door Tracking and tracing

N.A Available during the pilot

Online booking N.A. Available during the pilot

Portugal – Italy Connection

Km 50 100 150 200 250 300

50 -24,3% -21,1% -18,0% -15,9% -13,7% -7,4%

100 -22,2% -19,0% -15,9% -13,7% -11,6% -5,3%

150 -20,5% -17,3% -14,2% -12,1% -9,9% -3,6%

200 -17,5% -14,4% -11,2% -9,1% -7,0% -0,6%

250 -15,4% -12,3% -9,1% -7,0% -4,9% 1,5%

300 -11,2% -8,0% -4,9% -2,7% -0,6% 5,7%

Sines

Intermodal Solution (45' PW HC container) - Westbound direction

La SpeziaImport

With regard to the door-to-door times comparison, and based on the updated data supplied by MSC, the following values were obtained:

Destinations Intermodal Solution

Road Solution

Import La Spezia - Sines Min 4/ Max 6 days 4 days

Export (*) Sines – La Spezia Min 4/ Max 6 days 4 days

(*) The presented transit times are indicative

31

3. DEMONSTRATION OF THE MOTORWAYS OF THE SEA PILOTS

3.1 Background to the Demonstration Process

The final objective of PORTMOS phase 3 consists of:

o Evaluating and testing under real conditions the concept and requirements defined in

phase 1 of PORTMOS.

o Testing and validating the information system developed in phase 2

o Measuring the business benefits and increases in competitiveness introduced by the MoS

services and by the technological platform that supports them.

For that reason the component for demonstrating the pilots under real conditions has a crucial role in the whole project Both for Leixões – Tilbury – Rotterdam – Leixões and for Sines – La Spezia – Sines, a test and demonstration trip was prepared with:

All the actors in the network involved with the services duly integrated

Shippers and respective cargo selected for the test and duly identified and controlled

Information system up and running, covering and supporting the whole door-to-door chain

Project team identifying the impacts on the overall service and on the local performance by each of

the actors involved

Knowledge base for evaluation and selection of pilots Service configuration

Business

Case Identification

Business Case

Structuring

Pilot

Evaluation

Pilot

Selection

Service

Characterisation

Actors‟

Involvement

Pilot

Demonstration


pilot type


- Volume and type of cargo - Potential for Transferring from


- Evaluation of national and international partners‟ requirements - Evaluation of expected impacts of the pilots (direct, business metrics, service

quality indicators)

- Multicriteria analysis

In which information was integrated

related to: - Actors involved - Service characteristics (times, regularity, frequency, etc.)

- Technical characteristics (ships/service) - Target market

- Main products


previous phase

In which the service offers were defined according to the following aspects:

- Type of service - Regularity/frequency - Areas of Influence/target markets -Network of actors involved

- etc.

- Process composed of several elements:

- Anchor traffic identification - Selection of actors (resources and used criteria)



the case are characterised: - Goals to achieve - Actors and respective roles - Transport chains considered

- Main results

Methods of future quantification were defined for each actor in the

chain and several effectiveness aspects of the MoS services were

evaluated

32

3.2 Portmos Info-Structure and its Relevance in the Demonstration of the Pilots

3.2.1 Relevance for the Demonstration of Pilots

A crucial component in the demonstration process is the testing of the information system developed in phase 2 of PORTMOS, on the selected pilots. This system will allow the inherent complexity in providing interconnected transporting services to be minimised, making that process more flexible and agile for the group of actors that use it. Due to the reasons mentioned above and the complexity associated to this kind of system, most of the resources of the component for demonstrating and testing the system are dedicated to the implementation in the network of actors and preparation of the PORTMOS info-structure for supporting the pilots.

3.2.2 General Characterization of the Portmos Info-Structure

The PORTMOS platform, developed in phase 2, was conceived to support the Motorways of the Sea Services, allowing for the integration of several door-to-door transportation components and offering visibility over the whole logistic and transportation chain, with the following essential benefits:

Creating conditions to support the Motorways of the Sea in a sustained way

Promoting competitiveness and sustained door-to-door intermodal services

Speeding up their logistic and transportation activities

Reducing costs in the supply and transportation chains

Picture 9 – PORTMOS Site Homepage

33

This platform provides overall door-to-door integration and visibility over the complete logistic and transportation chain. It supports the following elements:

Door-to-door tracking

Integrated management of the Booking Online transport chain of intermodal services

Transport chain benchmarking including Service Performance Indicators

PICTURE 10 – PORTMOS info-struCturE

It should also be mentioned that the PORTMOS platform integrates information and enables transparent

communication between all the actors in the transportation chain, without the need to replace information

systems.

3.3 Pilot Demonstration

In this section the main aspects related to the pilot action demonstration process are approached, bearing in mind the network of actors involved, the interventions performed by each of them as well as the various activities. The period for the demonstration trips was relatively small, being limited to 5 demonstration trips for the Sines pilot and 7 for the Leixões pilot, between November and December 2007. The relatively limited time for the demonstration and travel monitoring process, which took place just before the conclusion of the project, did not permit the sustainable modal shift figures to be estimated, particularly considering that promotion of the commercial service was already starting.

34

3.3.1 Pilot Action Based on the Port of Leixões

3.3.1.1 General Characteristics

Characterising elements Observations

Demonstration trips 7 (exportation) Ships involved NORMA J

Nº of actors involved in the demonstration 6 (This number may increase with the involvement of additional actors)

Profile of the actors involved Chain integrator/ Loaders/ Road Transporters/ Port Administration/ Port Operator/ Ship owner

3.3.1.2 Actors, Roles and Tasks Performed

The following table shows the main actors that participated in the Leixões pilot project as well as the various tasks performed by each of them in the demonstration process.

Actor Role Tasks Performed

SAMSKIP and DELPHIS

Transport chain integrator

Responsible for services and

template configuration

Responsible for transport chains to

use for simulation

Issuer and receiver of information

relating to transportation chain for

PORTMOS

MoS service promoter

Parameter definition

MoS services

Booking templates

Offer Definition to be published

Selection of transportation chains

Loaders

Road transporters

Providing information (contacts of

clients and service providers)

Establishment of service

agreements

Work sessions in order to integrate

information systems

APDL- Administração dos Portos do Douro e Leixões

Port authority

Issuer of port information for

PORTMOS


Developing interfaces for providing

information for PORTMOS

Promoting service to potential

actors

TCL – terminal de Contentores de Leixões


relating to cargo for PORTMOS


information systems

Cooperation in the work developed

for the integration of information

systems

35

3.3.1.3 Live Demonstration of the Transport Chain

The live demonstration of the transportation chain was made based on the execution of a set of well defined tasks, as well as of the implementation of application on the actors and the development of interfaces between the systems involved. During the process, the necessity to organise and strengthen the various teams of different natures became clear, in order to achieve the objectives. The following figure shows the adopted phasing for the demonstration process.

Picture 11 – Phasing of the demonstration based on the port of Leixões

For this demonstration a detailed scenario of transportation was developed in which the occurring events were detailed. Service providers and real loaders were involved, so that the utilisation of real information was ensured with regard to the transportation processes simulated on the PORTMOS platform. For SAMSKIP the planning of the services to be provided is very important. Planning and organising all the stages (before, during and after) of the transportation service operations, related to each of the transportation legs, also includes a booking process for the service providers that take part in the transportation chains. The following table shows the various actors involved in the transportation chains tested for the pilot case based on Leixões, as well as the various tasks performed by them to test the system.

Phases

Actors Involved

Booking Process

- Loader - Integrator of the chain - Service Provider

- Port operator

Process, planning and execution of operations

Tracking

- Integrator of the chain - Service provider

36

Loaders: Various actors selected by SAMSKIP

Tasks performed

Make booking

Cargo tracking

Integrator: SAMSKIP

Tasks performed

Receive loader‘s booking

Register Service Agreement

Confirm loader‘s booking

Plan loading (in this case it consisted of selecting the road service provider)

Booking for road service provider

Cargo tracking

Road service provider: Autotransportadora Pereira Mendes

TABLE 1 – APLAYESAND TASKS ASSOCIATED TO THE DEMONSTRATION OF THE PILOT ACTION BASED IN LEIXÕES

3.3.1.4 Role of Portmos Info-Structure in the Demonstration

PORTMOS information system had a crucial role in this demonstration, allowing automatic integration between all the relevant actors in the system, integrating information flow and processes. This allowed:

Communication between all the actors, in an automatic way, without the need for point-to-point

interfaces

Integration and automation of various processes in chain management, from the integrator‘s

perspective

Provision of door-to-door tracking to the relevant actors and particularly to the loader

Online and real-time management of all the relevant events of the service

37

PICTURE 12 – PROCESSES DEMONSTRATED IN THE PILOT BASED ON THE PORT OF lEIXÕES

3.3.2 Pilot Action Based on the Port of Sines

3.3.2.1 General Characteristics

Characterising elements Observations

Demonstration trips 5 (importation) Ships involved MSC FRIBOURG

MSC EVEREST

No. of actors involved in the demonstration 6 (This number may increase with the involvement of additional actors)

Profile of actors involved Chain integrator/ Loaders/ Road Transporters/ Port Administration/ Port Operator/ Ship owner

Loader

Transport chain Integrator

Service Provider

Booking

Booking

confirmation

Register operations

execution

PORTMOS

38

3.3.2.2 Actors, Roles and Tasks Performed

The following table shows the main actors that participated in the Sines pilot project as well as the various tasks performed by each of them in the demonstration process.

Actor Role Tasks Performed

MSC

Transport chain integrator

Responsible for services and

template configuration

Responsible for transport chains to

use for simulation


relating to transportation chain for

PORTMOS


Parameter definition

MoS services

Booking templates

Offer Definition to be published

Selection of transportation chains

Loaders

Road transporters

Providing information (contacts of

clients and service providers)

Establishment of service

agreements


information systems

APS- Administração do Porto de Sines

Port authority

Issuer of port information for

PORTMOS


Developing interfaces for providing

information for PORTMOS

Promoting service to potential

actors

PSA Issuer and receiver of information

relating to cargo for PORTMOS


information systems

Cooperation in the work developed

for the integration of information

systems

3.3.2.3 Live Demonstration of the Transport Chain

The live demonstration of the transport chain was carried out based on the execution of a set of well-defined tasks, as well as by implementing the application on the actors and by developing interfaces between the systems involved. During the process the necessity to organise and strengthen the teams, of different natures, became clear, in order to achieve the objectives.

39

The following figure shows the adopted phasing for the demonstration process.

PICTURE 13 – PHASING OF THE DEMONSTRATION based in the port of SINES

For this demonstration a detailed scenario of transportation was developed in which the occurring events were detailed. Service providers and real loaders were involved, so that the utilisation of real information was ensured with regard to the transportation processes simulated on the PORTMOS platform. For MSC Portugal the planning of the provision of services is very important. Planning and organising all the stages (before, during and after) of the transportation service operations, related to each of the transportation legs also includes a booking process for the service providers that are part of the transportation chains. The following table shows the various actors involved in the transportation chains tested for the pilot case based on Sines, as well as the various tasks performed by them to test the system.

Loaders: Various actors selected by MSC

Tasks performed

Make booking

Cargo tracking

Integrator: MSC

Tasks performed

Receive loader‘s booking

Register Service Agreement

Confirm loader‘s booking

Plan loading (in this case it consisted of selecting the road service provider)

Booking for road service provider

Cargo tracking

Road service provider: Tracogás/ Luz&Irmão/ T.I.B.A

TABLE 2 – ACTORS AND TASKS ASSOCIATED TO THE DEMONSTRATION OF THE PILOT ACTION BASED ON SINES

Phases

Actors

Involved

Booking Process

- Loader

- Integrator of the chain

- Service Provider

- Port operator

-Integrator of the chain

- Service provider

Process, planning and

execution of operations

Tracking

40

3.3.2.4 Role of the Portmos Info-Structure in the Demonstration

The PORTMOS information system had a crucial role in this demonstration, allowing automatic integration between all the relevant actors in the system, integrating information processes and flow. This allowed:

Communication between all the actors, in an automatic way, without the need for point-to-point

interfaces

Integration and automation of various processes in chain management, from the integrator‘s

perspective

Providing door-to-door tracking to the relevant actors and particularly to the loader

Online and real-time management of all the relevant events of the service

PICTURE 14 – PROCESSES DEMONSTRATED IN THE PILOT BASED ON THE PORT OF SINES

Loader

Transport chain Integrator

Service Provider

Service Provider

Booking

confirmation

Booking

Register operations

execution

PORTMOS

41

3.3.2.5 Feedback from the Users

In the case of the shippers, their main reaction was that:

The tracking and tracing capabilities provided by PORTMOS represent added value to their

activities, since in many cases reliability and supply chain visibility are key aspects to their business

At the present time supply chain visibility isn‘t available at the majority of intermodal services. In the

view of most shippers involved this platform may represent a step forward in order to support more

competitive intermodal services in the future.

The ability to procure transport services online was also much appreciated, since it was considered

a very efficient way to compare intermodal alternatives. But according to the shippers, it will be

successful only if the platform includes significant critical mass of services.

In the case of the transport integrators:

For MSC and SAMSKIP the capability to plan and follow the execution of transport services is very

important. Planning and organization of operations prior to the execution, during the execution and

after is also extremely relevant. Finally they also considered very relevant the capacity to book

service suppliers to the PORTMOS system.

3.3.2.6 Main Difficulties and how they were overcome

The main difficulties found were:

First of all it was not possible to integrate all the actors into the transport chain, mainly due to

important differences in the countries involved. The port community systems and logistic community

systems from different countries aren‘t prepared to communicate and interface. To overcome this

issue the project team had to carefully identify all the possible actors and sources of information,

which could provide tracking events. In both cases the existence of transport integrators allowed

many of the obstacles to be overcome by using them as information integrators that would be

consolidated and fed into the PORTMOS platform.

Another important obstacle was related to the almost inexistent process and information integration

between different transport modes, particularly when it involves rail transport. To overcome this

obstacle the project team also turned intensively to the transport integrator to consolidate the

information.

Finally, many trucking companies don‘t use any systems that may support tracking events. To

overcome this obstacle, the PORTMOS team developed trucker portals and event report based on

2D bar codes using trucker‘s cell phones. These features were made available for demonstration

purposes.

42

3.3.2.7 Overall Conclusions

The PORTMOS information platform had a fundamental role in the pilot action, by allowing integration and automation of processes and information flow between all the actors involved. Allowing for:

Ensuring seamless communication and information flow between the actors in the transport chain

without the need for point-to-point interfaces

Integration and automation of several transport chain management processes

Making tracking and tracing components available, particularly relevant for shippers

Online management and in real time of all the events related to the transport service

The tracking and tracing components were made available for demonstration purposes. That demonstration was very successful and the Portuguese government is now developing a management study aiming to provide intermodal door-to-door services within the scope of the Logistic One Stop Shop.

4. IMPACT EVALUATION

In the demonstration of the two pilot actions, two door-to-door intermodal services were demonstrated,

whose commercial responsibility belongs to the transport integrator Samskip, for the case based on the port

of Leixões, and to the transport integrator MSC, for the case based on the port of Sines.

The intermodal service based in the port of Leixões will allow the North and Central regions of Portugal to be

linked to Northern Europe, particularly to theUnited Kingdom and the Netherlands. Also, its area of influence

is wider, covering other countries like Belgium, France and Germany. The intermodal service based in the

port of Leixões will connect the Centre and Southern regions of Portugal to Italy, particularly to region of La

Spezia. Its area of influence is estimated to cover the whole Italian territory.

Various actors representing various transport legs that compose the services participated in both

demonstrations and transport processes were simulated based on real data.

One of the main goals of the PORTMOS project is to measure the business and competitive advantages of the implementation of the MoS services, in the transportation chain. Therefore, it is necessary to develop an impact evaluation process focusing on several aspects.

Base of knowledge for evaluation and selection of pilots Service configuration

Business

Case Identification

Business Case

Structuring

Pilot

Evaluation

Pilot

Selection

Service

Characterisation

Actors‟

Involvement

Pilot

Demonstration


pilot type

Methods of future quantification were defined for each actor in the chain and several effectiveness aspects of the MoS services were

evaluated


the case are characterised: - Goals to achieve - Actors and respective roles - Transport chains considered

- Main results

- Process composed of several elements: - Anchor traffic identification - Selection of actors (resources and used criteria)


In which the service offers were defined according to the following aspects:

- Type of service - Regularity/frequency - Areas of influence/target markets -Network of actors involved

- etc.


previous phase

- Evaluation of national and international partners‟ requirements - Evaluation of expected impacts of the

pilots (direct, business metrics, service quality indicators)

- Multicriteria analysis

In which information was integrated elated to: - Actors involved - Service characteristics (times, regularity, frequency, etc.)

- Technical characteristics (ships/service) - Target market

- Main products


- Volume and type of cargo

- Potential for Transferring from



pilots Service configuration

43

4.1 Adopted Methodology

With the objective of structuring the impact evaluation process, the following perspectives should be considered:

1. Identification of macro-economic and environmental impacts associated to the motorways of the

sea pilot projects.

2. Identification of impacts and competitiveness level and operational performance of the service –

these kind of indicators may be divided into 4 levels:

Dir. 1 a. Level of fulfilment of motorways of the sea requirements

b. Competitiveness and performance indicators instantly measurable

c. Competitiveness and performance indicators measurable during the demonstration action

d. Competitiveness and performance indicators measurable while running the service

3. Benefits perceived by the service actors – benefits that the actors perceive, resulting from

participation or utilisation of the motorways of the sea pilot service.

In this document, only the impacts quantifiable up until the development of the pilot actions will be presented

and analysed.

It must be mentioned that there are impacts that can only be measured after the services are up and running at ―cruising speed‖.

4.2 Macroeconomic Impacts

This section is about the evaluation of impacts for the considered and evaluated pilots , the key elements

being the ports of Leixões and Sines.

This approach was considered in previous works, relating to the PORTMOS project, so the results that follow

are an adaptation and update of those values.

44

4.2.1 Pilot Case Based on the Port of Leixões

4.2.1.1 Macro-Economic and Environmental Impacts

Value

Nº trucks taken from the road 2008: 21.809

2009: 23.452

2010: 25.219

2011: 27.121

2012: 29.169

Total: 126.770‘

Tons.km of modal transference 2008: 697 888 000

2009: 750 464 000

2010: 807 008 000

2011: 867 872 000

2012: 933 408 000

Total: 4 056 640 000

CO2 Emission Reduction (tons) 2008: 59 320

2009: 63 789

2010: 68 596

2011: 73 769

2012: 79 340

Total: 344 814

Tons brought into the port of Sines To United Kingdom:

Exportation

2008: 35.104 t

2012: 45.488 t

To/from Germany:

2008: Importations 119.437 t Exportations 10.250 t


To/from Belgium:



To/from Netherlands:



Social and environmental benefits (saved

externalities)

United Kingdom:

Exportations+Importations

2008: 1.673.864 €

2012: 2.169.004 €

Germany:


2008: 10.527.774 €

2012: 14.132.106 €

Netherlands:


2008: 2.382.832 €

2012: 3.198.363 €

Belgium:


2008: 2.382.832 €

2012: 3.198.363 €

Ratio Benefit/Cost 2,9

45

4.2.1.2 Impacts on Port Strategy

This evaluation will clarify the influence that the new services of MoS that are to be implemented may have in

the implementation of the developing strategy of the port of Leixões and how they align with the strategic

orientations defined for the Maritime-Port National Sector.

Goals Pilot Action

Leixões Justification

Satisfaction of Sophisticated markets

... Average cargo value = 64292

EUR/HDV (Base 2004)

Getting the attention of sophisticated markets corresponds to the fulfilment of the transference of modal cargo to the maritime mode, from markets to which the moved cargo average value is higher, which tends to indicate a greater demand in relation to the logistical requirements and consequently a higher sophistication of the logistical solutions to be proposed.

Expansion of regular lines

network . This pilot is based on navigation lines already in existence and therefore will have a diminished impact on the expansion of the regular lines network

Consolidation and promotion of the

commercial brand associated to the port of

Leixões

..

Given the priority attributed by the EC to the MoS projects, this pilot/service will establish itself as an important vehicle for the promotion of the port of Leixões, particularly for the innovative character of the initiative .

Organise an offer of

quality services adjusted to the market‟s needs

.. Structuring the pilots involved, from the beginning, the participation of the main actors in the door-to-door logistics chain. This led to continued adjustments so that the existing main gaps in the market were solved, establishing the services that address the market‘s main needs. This way, it may be considered that this service will have an important role in organising offers adjusted to the market‘s needs.

Expand the port of Leixões‟ hinterland ..

Structuring an integrated offer of door-to-door services has a significant importance in the positioning of the port of Leixões according to its hinterland. For this pilot the isocost lines to where the service is competitive in Iberian territory are deep, which indicates the importance of these services importance in the hinterland expansion

Intermodal development ...

The structuring of these services is based on applying best practices in terms of intermodal articulation so that the impact on developing intermodality should be considered highly significant

... Very important .. Important . Not so important

46

4.2.2 Pilot Case Based on the Port of Sines

4.2.2.1 Macro-Economic and Environmental Impacts

Value

No. trucks taken from the road 2008: 6.052

2009: 6.414

2010: 6.798

2011: 7.205

2012: 7.636

Total: 34 105

Tons.km of modal transference 2008: 193 664 000

2009: 205 248 000

2010: 217 536 000

2011: 230 560 000

2012: 244 352 000

Total: 1 091 360 000

CO2 Emissions Reduction (tons) 2008: 14 461

2009: 17 446

2010: 18 491

2011: 19 598

2012: 20 770

Total: 34 105

Tons brought into the port of Sines Exportations

2008: 24.472 t

2012: 30.971 t

Importations

2008: 38.879 t

2012: 48.978 t

Social and environmental benefits (saved

externalities)


2008: 2.690.194 €

2012: 3.394.950 €

Ratio Benefit/Cost 2,6

4.2.2.2 Impacts on the Port Strategy

This evaluation will clarify the influence that the new services of MoS that are to be implemented may have in

the implementation of the developing strategy of the port of Sines and how they align with the strategic

orientations defined for the Maritime-Port National Sector.

47

Goals Pilot action

Sines Justification

Re-position Sines as a reference port for logistic chains of the Atlantic front of the Iberian Peninsula – Sines Iberia Gateway

..

In this case, being a new service, even if it is on one of the routes, this indicator is important

Consolidation and promotion of the commercial brand associated to the port of Sines

..

Given the priority attributed by the EC to the MoS projects, this pilot/service will establish itself as an important vehicle for promotiing the port of Sines, particularly for the innovative i character of the initiative

Assertion of Terminal XXI in the Iberian and international market

..

The new service will firmly contribute towards taking better advantage and exploration of the new terminal XXI, so this service is of the utmost importance in this aspect.

Expand the port of Sines hinterland (Iberian Peninsula range of influence)

..

Structuring an integrated offer of door-to-door services has a significant importance in the positioning of the port of Leixões according to its hinterland. For this pilot the isocost lines to where the service is competitive in Iberian territory are deep, which indicates the importance of these services importance in the hinterland expansion of the port of Sines. Also, the relative proximity of Sines and some of the most dynamic Spanish regions (Extremadura, Andalucía and Madrid), imposes the challenge of extending the hinterland of the port of Sines to the mentioned zones.

Intermodality development

…

The structuring of these services is based on applying best practices in terms of intermodal articulation so that the impact on developing intermodality should be considered highly significant. In the case ofSines, it is important to take advantage of the optimal conditions regarding intermodality, allowing direct road and railway connection to the main national dry ports (TVT, SPC - Bobadela)

Strategic connections to sea hubs …

The service Sines – La Spezia – Sines, allows a bidirectional connection to the Mediterranean area to be established, covering a gap in the market . The strategic connections to sea hubs allow the eventual advantage of using the MoS services as feeder services to integrate in Deep Sea transportation services

... Very important .. Important . Not so important

48

4.2.3 Pilot Leixões-Tilbury-Rotterdam-Leixões

4.2.3.1 Level of Fulfilment of Motorways of the Sea Requirements

This section makes an update to the evaluation of the state of the fulfilment of the MoS requirements with

regard to the structuring of new transportation services for the pilot project of Leixões. The results from the

previous section of this document were used as justification for this revision of the MoS requirements.

The following table shows the update of the evaluation of the MoS requirements for the intermodal service based on the port of Leixões.

Requirements Pilot: Leixões – Tilbury - Rotterdam - Leixões

Weekly minimum frequency of service √

Timetable of departure and arrival should be set and fulfilled after being set

X

Inter-port information procedure ?

Logistic management system √ *

Piloting exemption √

Electronic system of reservations √

Concept of network integration √

Benchmarking system and service performance indicators √ *

Transport Integrator √

Tracking and Tracing √ *

Fulfil √ to implement/Not available ? Does not fulfil X

(*)The fulfilment of these requirements will be demonstrated during the pilot action. The requirements evaluated as ―to implement/not available‖ are a result of inconsistent and little information received at the moment, due to which a sustainable evaluation was not possible. In some cases, its implementation will depend on resolutions at the European Commission level, by defining new regulation framing.

With regard to the MoS requirement that was not fulfilled, associated to this service of motorways of the sea, the justification is that it was impossible for TCL – Terminal de Contentores de Leixões, a actor involved in this pilot structured transportation chain, to ensure a steady schedule of departure and arrival of the ships.

4.2.3.2 Instantly Measurable Competitiveness and Performance Indicators

The competitiveness and performance indicators measurable before the start of the operational and commercial service are the ones relating to:

Costs

Door-to-door time

Regularity and frequency of the service

49

4.2.3.2.1 Costs

In terms of costs, the following matrices present the competitive performance of the service in comparison with the alternative road route (considering the utilization of 45‘ PW HC units) Portugal-Northern Europe connections:

50 100 150 200 250 300

50 -29,5% -27,2% -24,8% -21,0% -17,5% -14,3%

100 -27,3% -24,9% -22,5% -18,7% -15,2% -12,0%

150 -25,5% -23,1% -20,7% -16,9% -13,4% -10,2%

200 -22,3% -19,9% -17,5% -13,7% -10,2% -7,0%

250 -20,0% -17,6% -15,2% -11,4% -8,0% -4,8%

300 -15,5% -13,1% -10,7% -6,9% -3,4% -0,2%

valores em EUR

50 100 150 200 250 300

50 -32% -29% -26% -21% -17% -13%

100 -29% -26% -23% -18% -14% -10%

150 -27% -24% -21% -16% -12% -8%

200 -23% -20% -17% -12% -8% -4%

250 -20% -17% -14% -9% -5% -1%

300 -14% -11% -8% -3% 1% 5%

Intermodal Solution (45' PW HC containers)

ImportationRotterdam (distance in Km from port)

Leixões

(distance

in Km

from port)

ExportationRotterdam (distance in Km from port)

Leixões

(distance

in Km

from port)

TABLE 3 – ANALYSiS OF TRANSPORTATION COSTS BETWEEN INTERMODAL TRANSPORTATION AND ROAD ROUTES TRANSPORTATION

Using this kind of analysis of transportation costs between intermodal solution, using 45‘ PW HC containers

and road routes solution, with an average distance of 2.200 Km, it is possible to see that the first is

competitive, with a cost reduction of over 20%, either in importation or exportation, up to a distance of 200

Km to 250 Km from the ports, as shown in the table.

50

Portugal-United Kingdom connections:

50 100 150 200 250 300

50 -37,9% -35,2% -33,9% -30,7% -27,7% -24,5%

100 -35,6% -32,9% -31,6% -28,4% -25,5% -22,3%

150 -33,8% -31,1% -29,8% -26,6% -23,6% -20,5%

200 -30,6% -27,9% -26,6% -23,4% -20,5% -17,3%

250 -28,4% -25,6% -24,4% -21,1% -18,2% -15,0%

300 -23,8% -21,1% -19,8% -16,6% -13,6% -10,5%

valores em EUR

Felixstowe (distance in Km from port)

Leixões

(distance in

Km from

port)

Exportation


It has to be pointed out that the destination port in the United Kingdom considered in this analysis was

Felixstowe, which was later replaced by Tilbury, as opted by Samskip. Nevertheless, for comparison

purposes between the two kinds of transporting solutions, the analysis was considered valid because the

distance between both ports is not significant.

Using this kind of analysis of transportation costs between the intermodal solution, using 45‘ PW HC10

containers and the road routes solution, with an average distance of 2.200 Km, it is possible to see that the

first is competitive, with a cost reduction of over 20%, either in importation or exportation, up to a distance of

300 Km from the ports, as shown in the table, which portrays the great interest of the pilot project.

4.2.3.2.2 Door-To-Door Time

In door-to-door time comparison, according to the most recent data provided by Delphis and Samskip, the following values were calculated:

Destinations Intermodal service Road route solution

Importation

Rotterdam - Leixões Min 3/ Max 4 days Min 3/ Max 4 days

Tilbury - Leixões Min 6/ Max 7 days Min 3/ Max 4 days

Exportation Leixões - Rotterdam Min 7/ Max 8 days Min 3/ Max 4 days

Leixões - Tilbury Min 6/Max 7 days Min 3/ Max 4 days

TABLE 5 – COMPARATIVE DOOR-TO-DOOR TIMES

By analysing the previous table, it is possible to see that in both directions, door-to-door transit times of the

intermodal solution are higher by at least 24 hours, in comparison with road transportation (with the

exception of the route Rotterdam-Leixões for which both solutions take just about the same transit times).

10

PW HC – Palletwide High Cube (9’06”)

51

However, it should be pointed out that the implementation of new legislation on maximum hours of work and

driving for drivers, as well as the implementation of the Euro vignette in 2012 and the recently announced

eventual taxes on road circulation in France will make the international road transportation even more

expensive. This will favour intermodal solutions based on sea transportation, such as the one analysed, one

that is already very interesting and competitive.

4.2.3.2.3 Regularity

The intermodal service commercialised by Samskip has one departure available per week (Friday) from Leixões with destination Tilbury and then to the port of Rotterdam.

4.2.4 Pilot Sines – La Spezia - Sines

4.2.4.1 Level of Fulfilment of the Motorways of the Sea Requirements

This section updates the evaluation of the state of the fulfilment of the MoS requirements with regard to the

structuring of new transportation services for the Sines pilot project . The results from the previous section of

this document were used as justification for this revision of the MoS requirements.

The following table shows the update of the evaluation of the MoS requirements for the intermodal service based on the port of Sines.

Requirements Pilot 6: Sines – La Spezia – Sines

Weekly minimum frequency of service √


√

Inter-port information procedure ?

Logistic management system √

Piloting exemption √ **

Electronic system of reservations √

Concept of network integration √

Benchmarking system and service performance indicators √ *

Transport Integrator √

Tracking and Tracing √ *

Weekly minimum frequency of service √ *


X

Fulfil √ to implement/not available ? Does not fulfil X

(*) The fulfilment of these requirements will be demonstrated during the pilot action.

(**) In the services already existent this requirement is fulfilled, so it is expected that after the new services are established, it will also be fulfilled

The requirements evaluated as ―to implement/not available‖ are a result of inconsistent and little information received at the moment, due to which a sustainable evaluation was not possible. In some cases, its implementation will depend of resolutions at the European Commission level, by defining new regulation framing.

52

With regard to the MoS requirement that was not fulfilled, directly associated to this service, in the pilot

project based on the port of Sines, the justification is that the 45‘ Palletwide High Cube containers are not

currently supplied by MSC.

4.2.4.2 Instantly Measurable Competitiveness and Performance Indicators

The competitiveness and performance indicators measurable before the start of the operational and commercial service are the ones relating to:

Costs

Door-to-door time

Regularity and frequency of the service

4.2.4.2.1 Costs

The 40‘ e 45‘ Palletwide High Cube containers, as well as their respective trasnport costs (fare and

expenses), are not currently supplied by MSC, but they might be supplied, if they perceive it as necessary.

As there are no fare taxes for 40‘ Palletwide and 45‘ Palletwide UCI‘s, an estimated calculation of a cost

increase that might occur while using this equipment, based on the difference existing in the fare taxes used

by other ship owners that offer several kinds of equipment was made, representing a differential of 75 Eur.

So, with regard to costs, the following matrices show the competitive performance of the service in

comparison with the alternative road route (considering the utilization of 45‘ PW HC units)

53

Portugal – Italy connection

Km 50 100 150 200 250 300

50 -24,3% -21,1% -18,0% -15,9% -13,7% -7,4%

100 -22,2% -19,0% -15,9% -13,7% -11,6% -5,3%

150 -20,5% -17,3% -14,2% -12,1% -9,9% -3,6%

200 -17,5% -14,4% -11,2% -9,1% -7,0% -0,6%

250 -15,4% -12,3% -9,1% -7,0% -4,9% 1,5%

300 -11,2% -8,0% -4,9% -2,7% -0,6% 5,7%

valores em EUR

Km 50 100 150 200 250 300

50 3% 7% 11% 13% 16% 24%

100 6% 9% 13% 16% 18% 26%

150 8% 11% 15% 18% 21% 28%

200 11% 15% 19% 22% 24% 32%

250 14% 18% 22% 24% 27% 34%

300 19% 23% 27% 29% 32% 40%

valores em EUR

Sines

Sines

Exportation La Spezia

Intermodal Solution (45' PW HC containers)

La SpeziaImportation


Analysing the difference in transportation costs between the intermodal solution, using 45‘ PW HC11

containers, and the road solution for an average distance of 2.150 Km, it is possible to see that the first one

is only competitive, in terms of costs, for importation, and for distances to the ports of up to 300 Km.

As seen in the previous table, the existing difference of costs between intermodal and unimodal solutions is

around -0,6% and -24%, for importation and around +3% and +40%, for exportation.

It was observed that there is a great import and export imbalance between i Portugal and Italy. Portugal

imports much more than it exports.

11

PW HC – Palletwide High Cube (9’06”)

54

For that reason, the road transport companies have significantly lowered road freight prices (near cost

value), aiming to take advantage of the import traffic from Italy. The average price per km at the time of the

pilots was:

Direction Portugal - Italy : 0,9 Euros / km

Direction Italy - Portugal: 1,10 Euros / km

This represents a price differential of about 18% between import and export.

Even though there is flexibility in the adjustment of the freight in one of the directions, as far as intermodal

sea-based services is concerned, the results are not significant, especially with regard to the Sines – La

Spezia – Sines service, which uses different ships for each direction.

Thus, when imports and exports are compared, the differential of road costs vs sea costs is rather significant.

4.2.4.2.2 Door-To-Door Time

In door-to-door time comparison, according to the most recent data provided by MSC, the following values were calculated:

Destination Intermodal solution Road route solution

Importation La Spezia - Sines Min 5/ Max 6 days 4 days

Exportation(*) Sines – La Spezia Min 5/ Max 6 days 4 days

(*) Traffic times presented are merely indicative because the intermodal service for exportation has not yet been initiated

TABLE 9 – COMPARATIVE DOOR-TO-DOOR TIMES

By analysing the previous table it is possible to notice that in both directions the door-to-door traffic times of

the intermodal solution are not competitive. It might take between 4 to 6 days for importing, and 5 to 6 days,

for exporting (predicted values). These values may be considered too high when comparing them with the

usual 4 days of the road solution.

However, it should be pointed out that the implementation of new legislation on maximum hours of work and

driving for drivers, as well as the implementation of the Euro vignette in 2012 and the recently announced

eventual taxes on road circulation in France will make the international road transportation even more

expensive. This will favour intermodal solutions based on sea transportation, such as the one analysed, one

that is already very interesting and competitive.

55

4.2.4.2.3 Regularity

The intermodal service commercialised by Samskip has one departure available per week (Friday) from La Spezia with destination Sines.

The intermodal service has not yet been put in motion for exportation, so its regularity cannot be mentioned.

4.3 Impacts of the Service‟s Competitiveness and Operational Performance

These impacts, as the name suggests, measure the competitiveness and operational performance of the service or actors in the transportation chains where they operate. These kinds of indicators may be divided into 4 levels:

a. Level of fulfilment of the motorways of the sea requirements

b. Instantly measureable competitiveness and performance indicators

c. Competitiveness and performance indicators measurable during the demonstration action

d. Competitiveness and performance indicators measurable while running the service

In this section only the indicators that are quantifiable at this moment are presented.

5 NEXT STEPS AND INVESTMENTS In order that the project‘s final results reflect improvements for the national logistic system, it is now necessary to:

Solve identified constraints that may not have been eliminated or attenuated

Develop promotional initiatives that help to leverage the two services

Set conditions for successfully developing the new motorways of the sea services in Portugal

56

Therefore the following initiatives are proposed: Project or initiative Associated rationale Entities to involve

Continuation of commercial actions involving the loaders

The adopted commercial approach is carried out in two distinct phases. • The first phase, which took place during the project‘s phase 3, in which the Consortium team established contacts and involved the selected actors together with the commercial teams of the pilots integrators • The second phase, and after PORTMOS‘ conclusion, the commercial approach will be the sole responsibility of the chain integrators, because the transportation services will be fully prepared to work. It is essential for the success of future services of motorways of the sea that this commercial approach directed to road transport users is continuous.

SAMSKIP/Delphis e MSC

Adapt the available capability of the service Leixões – Tilbury – Rotterdam – Leixões

In the case of the SAMSKIP/Delphis service (and also MSC although with less importance) occasionally there were missing available slots on the ship, which may compromise the availability and credibility of the service as far as the final clients are cpmcermed. Therefore it is essential that this situation is corrected in the future, adapting capacity of the service to the demand of its clients.

Delphis / SAMSKIP

International Port Piping Project

PORTMOS‘s info-structure set the basis for electronic communication between all the actors in the transportchain. However, with regards to ports, and considering port community systems, , associated to the concept of motorways of the sea,it makes sense that the national ports initiate a process for establishing standards of communication and integration of processes with other European ports. Among other processes, this project should allow for electronic transmission of the manifest between countries to be supported.

National ports with articulation to ports from other countries

Generalise the availability of PORTMOS platform services

Now that the PORTMOS platform has been developed, tested and demonstrated, the next step is to provide in a generalised and public way the electronic services associated, in a management and exploration model yet to be defined.

Association of the Ports of Portugal

Terminal de Contentores de Leixões – making it possible to set fixed departure and arrival windows

One of the main constraints in the port of Leixões pilot was the impossibility to set fixed time windows for the departure and arrival of ships. The space constraints at the terminal are a determining factor for this situation. However, this limitation may have a significant impact in the future, with regard to reliability and credibility of the motorways of the sea service. In order to make the present service work, as well as potential motorways of the sea services, solutions that may help to overcome this limitation should be analysed.

Terminal de Contentores de Leixões. Eventual involvement by APDL.

Documents

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