FInest Future Internet enabled optimisation of transport ... · Project Title Future Internet enabled optimisation of transport and logistics networks Project Number 285598 Work Package

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FInest – Future Internet enabled optimisation

of transport and logistics networks

D1.4

Analysis of ICT solutions

employed in transport and logistics

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Project Acronym FInest

Project Title Future Internet enabled optimisation of transport and

logistics networks

Project Number 285598

Work Package WP1 Domain Characterization and Requirements

Analysis

Lead Beneficiary Kühne + Nagel

Editors Michael Zahlmann Kühne + Nagel

Cyril Alias Univ. Duisburg-Essen

Contributors Jiři Hloska Univ. Duisburg-Essen

Zhangzhu Li Univ. Duisburg-Essen

Øyvind Olsen NCL

Agathe Rialland MARINTEK

Stefan Seysen Kühne + Nagel

Guy Sharon IBM

Michael Stollberg SAP

Evert-Jan van Harten AFKL

Reviewers Bülent Erbaş KoçSistem

Åsmund Tjora MARINTEK

Dr. Rod Franklin Kühne + Nagel

Dissemination Level PU

Contractual Delivery Date March 31st, 2012

Actual Delivery Date March 30th

, 2012

Version 1.2

FInest – Future Internet enabled optimization of transport and logistics networks © Deliverable D1.4 – Analysis of ICT solutions employed in transport and logistics

The research leading to these results has received funding from the European Community's Seventh Framework Programme [FP7/2007-2013] under grant agreement no. 285598

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Abstract International transport and logistics operations are concerned with the planning and execution of the world-wide shipment of goods and people. The FInest project addresses this domain as a useful example for the Future Internet. Within this domain the FInest project has identified three different use case scenarios that characterize different aspects of transport and logistics operations. This study shall provide an overview about the ICT employed today in the transport and logistics domain. The different solutions in covering the domain specific requirement shall be documented. This analysis facilitates consistency in evaluating which solutions are available today and what is the gap to the FInest approach. This document is being submitted as specified in the FInest Description of Work (DoW) as part of deliverable D1.4 – Analysis of ICT solutions employed in the transport and logistics domain. The FInest ICT Analysis will be revised and updated throughout the lifespan of the project as the work in the project progresses and insights and feedback regarding the domain is obtained.



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Disclaimer The content of the publication herein is the sole responsibility of the publishers and it does not necessarily represent the views expressed by the European Commission or its services. While the information contained in the documents is believed to be accurate, the author(s) or any other participant in the FInest consortium make no warranty of any kind with regard to this material including, but not limited to the implied warranties of merchantability and fitness for a particular purpose. Neither the FInest Consortium nor any of its members, their officers, employees or agents shall be responsible or liable in negligence or otherwise howsoever in respect of any inaccuracy or omission herein. Without derogating from the generality of the foregoing neither the FInest Consortium nor any of its members, their officers, employees or agents shall be liable for any direct or indirect or consequential loss or damage caused by or arising from any information advice or inaccuracy or omission herein.



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Document History

Version Date Comments

V0.1 03-02-2012 First Draft

V0.2 21-02-2012 Second Revised Draft

V0.3 16-03-2012 Third Revised Draft

V0.4 21-03-2012 Fourth Revised Draft

V0.5 22-03-2012 First Completed Version

V0.6 26-03-2012 First Reviewed Version

V0.7 27-03-2012 Second Completed Version

V0.8 29-03-2012 Second Reviewed Version

V0.9 29-03-2012 Third Completed Version

V1.0 30-03-2012 Final Version



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Table of Contents

Abstract ............................................................................................................................ 3

Disclaimer ......................................................................................................................... 4

Document History ............................................................................................................. 5

Table of Contents ............................................................................................................. 6

Table of Figures ................................................................................................................ 8

Acronyms .......................................................................................................................... 9

1. Introduction............................................................................................................. 12

1.1. Work Package 1: Domain Characterization and Requirements Analysis .................................. 12

1.2. Task 1.3: Analysis of ICT Solutions employed in Transport and Logistics ................................. 13

1.3. Deliverable D1.4: Analysis of ICT solutions employed in T&L ................................................... 14

1.4. Relationship with other Work Packages ................................................................................... 15

1.5. Framework for the ICT Analysis ................................................................................................ 16

1.6. Methodology of the ICT Analysis .............................................................................................. 20

2. Information and communication technologies in the transport and logistics domain ............................................................................................................................ 22

2.1. Introduction .............................................................................................................................. 22

2.2. Enterprise Resource Planning Systems ..................................................................................... 25

2.3. Supply Chain Management Systems ......................................................................................... 27

2.4. Transportation Management Systems ...................................................................................... 32

2.5. Warehouse Management Systems ........................................................................................... 36

3. Dedicated features and solutions addressing special problems in the transport and logistics domain .............................................................................................................. 39

3.1. Solutions for foodstuffs and perishables .................................................................................. 40

3.2. Solutions for hazardous material .............................................................................................. 42

3.3. Solutions for pharmaceuticals and chemicals ........................................................................... 43

3.4. Systems for handling embargo goods ....................................................................................... 45

3.5. Security-related ICT systems ..................................................................................................... 45

3.6. Airport terminal software ......................................................................................................... 47

3.7. Port terminal software .............................................................................................................. 49

3.8. Systems and procedures for handling customs and trade affairs ............................................. 52

3.9. Planning systems in transportation and logistics ...................................................................... 54

3.10. Simulation software for transport, logistics and SCM .............................................................. 56

3.11. Tender management systems and collaboration platforms ..................................................... 57

3.12. Business Intelligence & Data Warehousing in the T&L domain ................................................ 59

3.13. B2B online platforms ................................................................................................................ 60

3.14. Middleware platforms for standardized data exchange ........................................................... 62

3.15. Diagnostic systems for KPI measurement ................................................................................. 64



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3.16. Cloud computing in the T&L domain ........................................................................................ 65

4. Assignment of existing solutions to the framework of the analysis ....................... 67

5. Trends in the ICT landscape of the T&L domain ..................................................... 70

6. Next steps ................................................................................................................ 80

7. References ............................................................................................................... 81



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Table of Figures

Figure 1: Interactions between WP1-WP3 and WP5-WP8 ......................................................... 15

Figure 2: FInest domain mapping approach ............................................................................... 16

Figure 3: Generic requirements identified in Deliverable D1.1 – Analysis of the T&L domain .. 19

Figure 4: TMS functional reference model and domains ............................................................ 34

Figure 5: Magic Quadrant for Transportation Management Systems ........................................ 36

Figure 6: Traditional communication vs. Port Community System ............................................. 50

Figure 7: Scope of Single Window and International Supply Chain ............................................ 54

Figure 8: Design of a B2B market place ....................................................................................... 61

Figure 9: Assignment of existing ICT solutions to the framework of the analysis ...................... 67



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Acronyms

ACP Air Cargo Pool

ADR Accord européen relatif au transport international des marchandises Dangereuses par Route

AEO Authorised Economic Operator

AFRA Air Freight Rates Application

APS Advanced Planning System

ASEAN Association of Southeast Asian Nations

ATLAS Automatisches Tarif- und Lokales Zollabwicklungssystem

AWB Air Waybill

B/L Bill of Lading

BI Business Intelligence

C2K Cargo 2000

CASS Cargo Accounts Settlement System

CBP Customs and Border Protection

CCS Cargo Community System

CEP Complex Event Processing

CMS Cargo Management System

COARRI Container Discharge/ Loading Report message

CODECO Container Gate-in/ Gate-out Report message

COMPASS Computer-orientierte Methode für Planung und Ablauf-Steuerung im Seehafen

CRM Customer Relationship Management system

CSI Container Security Initiative

CSR Corporate social responsibility

C-TPAT Customs-Trade Partnership Against Terrorism

CUSCAR Customs Cargo Report message

CUSDEC Customs Declaration message

DGR Dangerous Goods Regulations

DGVs Dangerous Goods Vehicles

DLP Data Leak Protection

DoW Description of Work

e-AWB Electronic Air Waybill

EAI Enterprise Application Integration

EC European Commission

ECC Enhanced Crypto Cards

ECS Export Control System

EDI Electronic Data Interchange

EMCS Excise Movement and Control System

EMPI Enterprise Master Person Index



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ERP Enterprise Resource Planning system

ETS Electronic Tendering System

EU European Union

FInest Future Internet Enabled Optimisation of transport and Logistics Business Networks

FIPS Federal Information Processing Standard publication

FMCG Fast Moving Consumer Goods

GEGIS GEfahrGutInformationsSystem

HAWB House Air Waybill

HIE Health Information Exchange

IaaS Infrastructure-as-a-Service

IATA International Air Transport Association

ICT Information and Communication Technology

IMDG International Maritime Dangerous Goods Code

IML Fraunhofer Institut für Materialfluss und Logistik

IMO International Maritime Organisation

INVOIC Invoice message

IoC Internet of Contents

IoS Internet of Services

IoT Internet of Things

ISST Fraunhofer Institut für Software- und Systemtechnik

IT Information technology

JEE Java Enterprise Edition

KPI Key Performance Indicator

LSP Logistics Service Provider

MAQS Mobile Auftrags- und Quittungssystem

MES Manufacturing Execution System

MFAG Medical First Aid Guide

MPP Massively Parallel Processing

NCTS New Computerized Transit System

NRR Neutron Resonance Radiography

NVOCC Non-Vessel Operating Common Carriers

PaaS Platform-as-a-Service

PCS Port Community System

PKI Public Key Infrastructure

RFID Radio Frequency Identification

RIA Rich Internet Application

RID Règlement concernant le transport international ferroviaire de marchandises dangereuses

S&OP Sales and Operations Planning

SaaS Software-as-a-Service



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SCE Supply Chain Execution

SCM Supply Chain Management

SCMS Supply Chain Management System

SCP Supply Chain Planning

SEED System of Exchange of Excise Data

SLA Service Level Agreement

SLED Shelf-life expiration date

SME Small- and medium-sized enterprises

SOA Service-Oriented Architecture

SQAS Safety & Quality Assessment System

SRM Supplier Relationship Management system

SSL Secure Sockets Layer

SST Smart and Secure Tradelanes

T&L Transport & Logistics

TEU Twenty-Foot Equivalent Unit

TMS Transportation Management System

UN/CEFACT United Nations Centre for Trade Facilitation and Electronic Business

UNECE United Nations Economic Commission for Europe

UNIBOOK Universelle Buchungsplattform

USDOT United States Department of Transport

VAT Value Added Tax

VATT Value Added Tracking & Tracing

VMI Vendor-Managed Inventory

WCO World Customs Organisation

WMS Warehouse Management System

WP Work Package

XML eXtenisble Markup Language

ZAPP Zoll-Ausfuhrüberwachung im Paperless Port

ZODIAK Zoll-Dienstleistungssystem für die Importanwendung und Kommunikation



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1. Introduction The Future Internet Public Private Partnership (FI-PPP) focuses on the development of innovative open network and service platforms with generic common enablers serving a multiplicity of demand-driven use cases in "smart applications". The work in Objective FI.ICT-2011.1.8: Use Case scenarios and early trials, focuses on vertical use case scenarios whose intelligence, efficiency, sustainability and performance can be radically enhanced through a tighter integration with advanced Internet-based network and service capabilities. The work includes use case characterization, specification of platform requirements, development and technological validation prototypes, and large scale experimentation and validation. In the FInest (Future Internet Enabled Optimisation of transport and Logistics Business Networks) project we aim at developing such an infrastructure on the basis of the Future Internet technologies for the Transport and Logistics (T&L) domain. Modern transport and logistics is often a highly distributed inter-business activity spanning across several countries with each of the involved business partners aiming at optimizing their individual, commonly complex supply and production chains. The FInest project addresses international transport and logistics businesses that are concerned with the planning and execution of world-wide shipment of goods. These companies operate in a highly competitive industry, one that demands novel ICT solutions for enhancing their inter-organizational collaboration in cooperative business networks.

1.1. Work Package 1: Domain Characterization and Requirements Analysis

The overall goal of Work Package 1: Domain Characterization and Requirements Analysis is to determine the business requirements for the next generation of ICT solutions for the transport and logistics domain, and to ensure the suitability of the technological solution that shall be designed by the project team for satisfying these business needs. In the context of the FInest project, logistics is considered to be the summation of single tasks and actions within the supply chain. It includes all supply activities from planning through execution and delivery completion. To ensure a common understanding by all users of the results of the FInest project, the domain analysis has been conducted with a view towards the development of a shared understanding of the central domain elements. The identified business requirements will form the foundation for designing the technological solution to be developed in WP3 of the project and the conceptual prototypes to be designed in WP5 – WP8. The use case scenarios, defined in WP2 of the project, will be used to demonstrate the ability of these technical artefacts to address the identified business requirements. The specific objectives of this work package are, therefore, to:

Establish a common understanding of the important elements of the transport and logistics domain,



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Identify the business challenges arising in transport and logistics, and define a detailed set of business requirements for the next generation of ICT solutions,

Provide a comprehensive state-of-the-art analysis on ICT solutions for collaboration and integration that are currently employed in the transport and logistics domain,

Review and assess the design of the envisioned technological solution with respect to its suitability for satisfying the identified business requirements, and

Investigate business models and identify business opportunities for the envisioned technological solution for involved industries.

1.2. Task 1.3: Analysis of ICT Solutions employed in Transport and Logistics

The logistics and transport domain covers all factors associated with the transport and storage of goods. Within this domain a number of actors perform different roles as goods are sourced, shipped, stored and delivered. The modes of transport used in the domain have evolved over centuries of use. Parallelly to technological progress, advanced shippers have moved from human and animal carriage, to wheeled conveyances, ships (human powered, to wind, steam and diesel power), trains, motorized vehicles, and aircraft. Future evolutions may include rocket powered transports as commercial services in space develop. As trade advanced and demand for goods from increasingly distant locations arose, trade lanes developed. These lanes inevitably crossed borders and the practice of collecting tolls and declaring what was being transported developed. The ad hoc evolution of these practices led to stark differences in how goods were handled at border crossings and these differences persist today. The complexity of trading between towns, regions, states and different parts of the globe has led to the development of intermediaries that provide services that attempt to ease the burden of shipping goods around town or around the globe. These Logistics Service Providers (LSPs) provide customs clearance services, customs brokerage services, freight forwarding and consolidation services, contracting services, planning services, visibility to freight movements, transport and storage of goods and a host of other services to buyers and sellers of goods. Such actors, whether third parties or in-house entities, have developed the expertise to allow trade to grow and consumers to benefit from ever increasing product diversity and decreasing costs. These entities provide the knowledge necessary to facilitate what has come to be called today global supply chain management. To better address the complexities involved in sourcing, shipping and consuming goods on a global basis, complex ICT solutions have been developed by LSPs to manage supply chain operations. These solutions have generally been developed by individual LSPs to address particular problems peculiar to their business models and thus are highly fragmented in their design. This fragmentation has created benefits for the LSPs



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as the cost of integrating several LSPs into an organization’s IT infrastructure is very high so customers tend to become locked in to one or only a few service providers. Smaller, less well financed service providers are thus disadvantaged by this fact. The aim of the FInest project is to design a cloud-based ICT platform that facilitates the real time collaboration amongst supply chain partners in an easy to use and low cost manner so that the all players, whether small or large, can participate in a supply network. One of the key activities that the project will undertake in the design of this platform is the identification of the current capabilities of commercially available supply chain management ICT. This analysis is part of the deliverable D1.4 from the project that is due in month twelve of the project. This domain analysis will form the system boundary within which this ICT analysis will occur. The Task 1.3 – Analysis of ICT Solutions employed in Transport and Logistics will document the current technologies used by transport and logistics companies in performing shipments either domestically or internationally. Current state-of-the-art technologies for tracking and tracing, planning, event management, information exchange and collaboration will be analysed to determine both their capabilities and shortcomings. This analysis will provide additional insights and input into the development of the technical infrastructure architecture and support elements that will become parts of the collaboration and services infrastructure that shall be designed in the project.

1.3. Deliverable D1.4: Analysis of ICT solutions employed in T&L The Deliverable D1.4 – Analysis of ICT solutions employed in Transport and Logistics will document the current information and communication technologies used by transport and logistics companies in performing shipments either domestically or internationally. Current state-of-the-art technologies for the management of warehouses, transport processes, enterprises as a whole and even entire supply chains are to be presented in this document, including aspects of tracking and tracing, planning, event management, information exchange and collaboration. Moreover, the trends of such solutions and of the entire ICT landscape in the transport and logistics domain are part of the document as well. Apart from describing the various systems applied in the transport and logistics domain, such as ERP, WMS, TMS and SCMS, there are dedicated solutions presented addressing special challenges and business requirements related to the use cases which have been examined in detail in the FInest project, more precisely in work package no. 2. Furthermore, a classification of the solutions into the four phases of a standard logistics process is conducted in order to understand the (limited) scope of each of the systems fully. Moreover, the trends undergoing in the landscape of ICT systems in transport and logistics domain are to be illustrated.



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1.4. Relationship with other Work Packages Work packages 1 and 2 (WP1 and WP2) of the FInest project are concerned with collecting general domain requirements from the domain partners involved in the project. Domain requirements are relevant throughout the entire project as the FInest project is – in contrast to many other research projects – not technology driven, but domain driven. This means that domain requirements define the need for certain technical services (they “pull” the proper technology from designers). These services are not pre-defined and “pushed” onto the domain partners who are then forced to fit them to their business requirements if they can. Additionally, WP1 and WP2 define concrete use cases that will be used to demonstrate the effectiveness of the FInest extension to the FI PPP Core platform and that address the business requirements of the transport and logistics domain. WP1 and WP2 provide the essential inputs for all other work packages in the FInest project as displayed in Figure 1.

Figure 1: Interactions between WP1-WP3 and WP5-WP8

WP1 is concerned with eliciting and documenting business requirements and to understand the ‚State-of-Affairs’ of current ‚ICT systems for collaboration’. Those business requirements provide the overall design goals and rationale for the development of the technical solutions in WP3, 5-8. WP2 is concerned with the definition of use case scenarios, which serve two main purposes: They support the refinement and illustration of the business requirements and “state of affairs” (from WP1) and they are used as demonstration, test and evaluation scenarios for assessment of prototypes (in WP3) and the design of the experimental setup (in WP4). In addition, WP2 provides a methodology, that is used by WP5-8 to provide a refined “as-is“ and “to-be“ situation analysis.

Technical Work Packages

WP2

WP6 WP7 WP8

WP1

WP5

WP3

General Domain Reqirements

Concrete Use Cases

Technical Governance

Business Requirements

Concrete Scenarios



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1.5. Framework for the ICT Analysis The FInest project employs a process-focused approach for documenting particular domain activities. This approach segments a logistics process into four distinct activities. These activities are:

1. Sales and marketing of the service; 2. Planning execution of the service; 3. Execution of the service; and 4. Completion of the service.

An example of how this approach is used for organization of information concerning domain processes is shown in Figure 2 following.

Figure 2: FInest domain mapping approach

Marketing, Sales, and Alignment Marketing, Sales, and Alignment processes are concerned with creating contact between actors that have a need for transport or logistics services and those who can offer transport and logistics services that fulfil the demand. This activity consists of the following steps:

• publishing of needs or offered services, • establishing contact between the parties,



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• agreeing on the terms of the service and • sale of the service.

As discussed in the previous section of this report, these steps are the same steps employed by most road freight exchanges. Planning The provision of transport and logistics services is planned and managed based on actual and forecast demand, information about the transportation network infrastructure, and traffic conditions. Planning includes decisions about:

• routes, • schedules, • service types, and • utilisation of resources.

Shipping consolidation and load/trip planning is the planning of the physical loads for placement in a transport unit (truck trailer, sea freight container, ULD, etc. depending on the mode of transport). This type of planning assigns shipments or goods to a transport mode, taking constraints like pickup and delivery time windows and allowed combination of goods into account. The trip planning is used to define the most optimal trip, based on geographical maps and plans. Combining both load and trip planning is necessary to create the most optimal transportation trip. Load design refers to stowage planning and means to plan how the goods will be stored in the container three dimensionally. Design is done based on criteria such as sequence of loading and unloading and stackability of the products. This process can include load design for pallets using alternative stacking patterns, driven by product, customer and transport unit data/constraints. Route planning is based on the created trip. The actual route is determined by customer delivery requirements, carrier network design and more granular information depending on the type of transport being used. In case the planner’s own equipment is used to execute the actual shipment, the planning process needs to allocate loads appropriate to the equipment and schedule the correct operating personnel to the equipment and routes. Constraints that typically can be taken into account are operating hours, the current location of personnel, equipment and the condition of the transport equipment. Carrier selection can include transport mode selection and the selection of the actual carrier. In its most basic form the planner assigns a transport mode and/or carrier to the shipment. Decision rules might be used that simply represent the selection criteria such as having an approved carrier for each mode or lane. It is also



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possible that carrier selection is supported by tendering of loads amongst contract carriers or via public tendering on the web as discussed for freight exchanges.

Execution The Execution phase begins when work processes are initiated in accordance with the execution plans and ends when the execution is completed or cancelled. The execution of the operations includes movement of goods, cargo handling, document handling, monitoring and control of operations and goods, supporting effective coordination and accomplishment of the whole transport chain. This may include transport and terminal operations managed by several logistics service providers (LSPs). This phase also deals with detection and management of deviations. Order entry and consolidation is the registration, validation and management of orders. The exact content differs considerably depending on the user role: either shippers, LSPs or carriers. For a shipper, it is the key to register the relation between the customer order and the transportation/orders/deliveries that are being created as part of the fulfilment process. A logistics service provider typically receives transportation orders from customers, either by phone, fax, email or electronically. Depending on the activities being outsourced and the IT solutions used, LSPs and carriers might only get a transportation order, possibly with a reference to a client customer order. When dispatching the carriers or internal execution resources need to be informed. Confirmation may need to be obtained, especially when subcontracted carriers are used. At this point additional information, such as vehicle identification and operator information might be part of the confirmation. The process used to record order status information related to the pick-up/collection and delivery of shipments is sometimes called the visibility or track and trace process. This process is used to monitor the execution of transportation and logistics services for every order. Information captured during this process can be used for financial settlement later. Global logistic execution/customs and transport documentation generation processes support international transportation with trade compliance information for import and export. These processes provide compliance information about rules and regulations and support printing of specific import/export documents.

Completion The completion phase includes the agreed completion of the services (e.g. delivery of the transported goods at the destination), handling of payment and claims when the actual service has deviated from the agreed terms. Also, while the handling of payment for services may come at any time in the process (e.g. pre-payment), it fits in the completion phase from a logical viewpoint.



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In the Deliverable D1.3, a detailed business requirements analysis is provided and the central results of the domain analysis presented. The domain analysis forms the major foundation for design of both technology and use case scenarios. Derived from an identification of generic high-level requirements in the Deliverable D1.1, a detailed analysis of the generic requirements has been executed.

Figure 3: Generic requirements identified in Deliverable D1.1 – Analysis of the T&L domain

Mainly, these generic requirements refer to the following four topics: planning, resource management, monitoring and visibility and collaboration.

Consisting of the two major parts ‘business alignment and contracting’ and ‘technical communication and cooperation’, collaboration in a supply chain network is a major generic requirement for today’s and tomorrow’s domain. For the conduct of business, cloud-based ICT solutions are said to be helpful with regard to the attraction of new business partners and the conduct of negotiations. In terms of technical collaboration, the flow and exchange of information between systems needs to be addressed.

Planning aims at safeguarding the availability of all resources required and, simultaneously, mitigating risks and challenges by means of enabling all tasks serving the goal such as monitoring of stocks and the automated trigger of proposals for procurement. Planning has to be both effective and efficient.



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Being a key factor for a successful management of supply chain networks, resource management is considered as a company’s capability of effective and efficient deployment of any of its resources according to the own needs. For this purpose, forecasting of demands and supply patterns by sophisticated methods and innovative tools based on new technologies can help.

Holding the role a mandatory requirement for the vast majority of involved partners, monitoring & visibility is strongly related to timeliness and correctness of the input. Real-time updates on events, statuses, progresses and entire processes are highly desirable as they enhance the scope of action and reactions, in case of deviations and emergencies. The events to be monitored in a supply chain may vary from party to party.

Relatedly, the following initial requirements have been identified and are pursued for the FInest components:

centralized and improved exchange of information (right information, right time, easy access, security in transfer),

higher coordination among all involved actors,

adaptation to surrounding systems currently in place,

event-driven monitoring and real time tracking of logistic processes,

standardized communication interfaces between all participants,

enabled transparency,

predictability of market demand,

preparedness (foresee possible bottlenecks and prepare action),

improved resource and capacity overview,

more automation of information registration,

resource and capacity overview,

higher flexibility,

safe and efficient transfer of documents,

facilitation of re-planning, and

facilitation of measures on carbon emission reduction. The examined solutions in the following chapters are to be assigned to this framework consisting of the four-phase model on the one hand and the generic requirement categories on the other.

1.6. Methodology of the ICT Analysis This analysis will provide an introduction into the general topic and cover the historic developments of ICT solutions along with their changing role in the transport and logistics domain.



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In the following, four categories of systems, that is to say Enterprise Resource Planning systems (ERP), Supply Chain Management Systems (SCMS), Transportation Management Systems (TMS) and Warehouse Management Systems (WMS), will be presented, their core and additional functionalities explained and their market and vendors illustrated. For the presentation of these categories of systems, a multitude of studies and several systems themselves have been examined. From both kinds of sources, common characteristics and features of the respective category of systems have been derived. Next, special features or even dedicated solutions for particular fields of operation, which are represented in the FInest use cases or used involved partners therein, will be presented. These dedicated solutions cover quite a variety of aspects, ranging from foodstuffs and hazardous material over terminal software for ports and airports to B2B online platforms and middleware layers for information exchange. Examples of these systems have been examined and presented in the text. As a result of both above-mentioned sections, the solutions considered and examined are assigned to the framework of this analysis, which consists of a four-phase process model and the generic requirements undergoing the transport and logistics domain at present. Finally, current trends with regard to ICT solutions in the domain and their impact on future domain activities will be named and explained in detail.



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2. Information and communication technologies in the transport and logistics domain

2.1. Introduction Information and communication technology (ICT) plays an important role in logistics nowadays because it forms a major contribution in support of enabling a smooth process. However, this view has not always been widely prevalent. Considering the history of the industry and the accompanying developments among information systems, a considerable leap can be recognized. Originally regarded merely as a service provider and a cost-raiser, ICT solutions focused on logistics have soon developed towards an image of a value-added service for the support of business processes. Later, that image changed towards the one of an innovation for existing business fields allowing for increase in sales, turnover and profit. The innovative image was replaced by the image of a ‘business enabler’ according to which ICT supports the opening-up of new business fields. The future development will be characterized by the integration of users and their actual requirements in future software engineering and in the development of solutions. [BVL 2012, p. 7, 8; Krupp et al. 2010, p. 15, 16; LogPrax 2007, p. 99-101, 103-105] While individual software-based solutions were used in practice in the 1950s and 60s for the provision of classic transfer operations in order to promote automation in the industry, the following decades were dedicated to the coordinative and cross-section-oriented role of logistics which became evident through the increased integration of different fields of operation and the higher demand for interfaces and coordination systems. [Krupp et al. 2010, p. 16-18] The 1990s were characterized by the fostering of the integration of business functions which led to the evolvement of Enterprise Resource Planning systems and the focus on process-based thinking, supply chain management (SCM) and globalization. In the wake of these developments, ERP systems were to support Electronic Data Interchange (EDI) for transactions between supplier and customer as much as data integration and standard solutions for resource planning. [Krupp 2010, p. 16-18; LogPrax 2010, p. 80] The new millennium brought the thinking of flow management, active process management and supply chain network collaboration to light which again is reflected by the evolvement of Supply Chain Management Systems for the handling of transaction data in cross-company supply chain networks. Furthermore, Advanced Planning Systems (APS), Customer Relationship Management systems (CRM) and Supplier Relationship Management systems (SRM) gained in popularity and prevalence as well as web-based applications using Extensible Markup Language (XML). [Krupp et al. 2010, p. 16-18] The current decade is moving towards adaptive network management which considers a single enterprise no more individually, but as an integral part of one or several supply chains which again leads to high complexity of planning and control operations with



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changing actors. As a preliminary result, both synchronization and a reduction of internal and external supply chains are sought. In addition, the major challenges of today, such as the pursuit of sustainability and environment protection and the intensified prevention of legal violations like terrorist acts, are aspired. In order to obtain the desired results, business intelligence systems for an integrated management support are sought as well as web services, cloud computing, decentralized SCMS architectures and IT-based pool management for the management and control of an ever-changing pool supply chain partners. [Krupp et al. 2010, p. 16-18; LogPrax 2007, p. 97-101; LogPrax 2011, p. 19-23] Information and communication technology has managed to play an important role in logistics nowadays. Moreover, it is also a decisive factor for competitiveness. According to a new study by German-based Fraunhofer Institute for Material Flows and Logistics (IML) from 2012, it is expected for the coming years that IT technologies and the logistics domain will align with each other even stronger. Furthermore, a dynamic development within information technology is to be expected due to a multitude of innovations yet to come. [BVL 2012, p. 7] Logistics today is about more than the traditional process. It is about more efficient and quicker search of relevant customer information and effective collaboration with the right people across your business network in order to accomplish your business goals. On-demand solutions and new technologies such as cloud computing, ubiquitous computing are to be designed for the way the logistics processes are handled today, providing all necessary input for smart work, better distribution, reduction of acquisition and higher profits. Thereby, the customer will be capable of a quick adoption to access real-time information to enhance supply chain functionality, optimize results, and increase efficiency. [BVL 2012, p. 7] The definition of ERP systems have continued to vary within both research and industry, but usually comprehend the covering of most, or even all, business functions of an enterprise. ERP consider operations not individually, but as elements of a process and value chain. Many modules and functions have established themselves as integral parts in a standard ERP package, containing much functionality for a majority of business needs. Additional functionalities, such as dedicated modules for niche applications, do not belong to the standard package. Recently, risk management and incident management functions have been integrated into the system and taken as standard functionality. It is expected that internet and on-demand technology will change ERP systems and their use completely and enhance reliability in the processes. [BVL 2012, p. 7; Krupp et al. 2010, p. 10; LogPrax 2007, p. 103-105] Originally stemming from conventional freight forwarding software, Transport Management Systems provide a support for the planning, analysis and control of transport logistics processes. Major customers, like industry and retail business,



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increasingly seek to connect their systems to other systems used, such as ERP or SCMS. Therefore, a smooth interoperability of systems is primarily required both for the operative control and for strategic planning. [BVL 2012, p. 7; Krupp et al. 2010, p. 15] For a comprehensive view of the respective status of the single processes and the entire business, a viable connection of the back-end side is required, including the maximum feasible equipment of the mobile elements of the logistics chain, like people and objects, with appropriate modern technologies like smart phones, tablet PCs, telematics, RFID tags or various sensors. By connecting the back-end side to the TMS, the user is to be provided with the right amount of ergonomically prepared information and knowledge. [BVL 2012, p. 7; LogPrax 2011, p. 102-108] Regarding strategic planning of transports and material flows, complex planning functionality is required for enabling and safeguarding flexibility to design and shape global, robust and multi-modal transport logistics chains while taking multiple variable factors into consideration. Moreover, the design of the access to TMS, e.g. via cloud computing, has evolved in the course of these requirements. [BVL 2012, p. 7; LogPrax 2011, p. 30-33] As indicated earlier, the market of ICT solutions in logistics has developed towards cross-company solutions like SCMS. Within the SCMS market, two segments have emerged: systems for the strategic design of supply chains and systems for tactical planning tasks in supply chains. While the earlier are categorized into supply chain design systems or SCD software, the latter are referred to as supply chain planning systems or SCP software. [BVL 2012, p. 7, 8] SCP software requires the presence of ERP systems. Due to a strong overlap of SCP software with the planning functions in ERP systems, recent studies expect the SCP software market to completely merge into the ERP market in the medium-term. Sometimes, the SCP solutions are considered as extensions of ERP systems due to the expansion of planning activities onto the complete supply chain. The pertaining market for such solutions has considerably shrunk over the past years due to a range of corporate takeovers, leaving Oracle and SAP as the major players remaining with almost over 20% of the worldwide SCM software revenues each. [Hribernik/Hans 2011, p. 13, 14; BVL 2012, p. 7, 8; LogPrax 2007, p. 99-102] Among supply chain design systems or SCD software, the focus is laid on optimization of network structures. This segment of the SCM software market exhibits a small size and currently a small number of niche providers. Recent studies predict a rather small share of sales and little use of future SCD software which again is likely to be offered predominantly by niche provider. [BVL 2012, p. 7, 8; LogPrax 2007, p. 125-128] Following a persistent trend towards individualized standard solutions, Warehouse Management Systems nowadays offer modular structures and sector-neutral standard functions which can be customized according to the respective desires and needs. The functional support provided by WMS covers standard processes in logistics, ranging from goods receipt to issue and has continuously grown to a significant level over the years. The support of planning tasks and the control of resources and process



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statuses have also been integrated into WMS over the past years. Simultaneously, functional support for logistics service providers has been expanded largely since they form a substantial part of WMS customer base. [BVL 2012, p. 7] Warehouse Management Systems are expected to follow the trend towards e-commerce and multi-channel-retail business by addressing the issues of returns handling as well. Such developments clearly indicate that WMS will exhibit overlaps with ERP, TMS and SCMS in future. The global market of WMS is dominated by German and Central European providers, not least because of their intensified global marketing efforts. [BVL 2012, p. 7] While ERP systems are applied on the planning level for procurement, production, distribution and reverse logistics as much as for procurement, production and distribution on execution level, SCMS are to be found on a strategic level of planning and design as well – in addition to the planning of procurement and production operations and the execution of distribution activities. SCMS are to be found in many business functions through the planning and execution of transport and intermediate storage processes in a supply chain whereas TMS are oftentimes restricted to the pure transport operations – predominantly in the context of distribution – both on planning and on execution level. [BVL 2012, p. 15; LogPrax 2007, p.99-102; LogPrax 2011, p.114-117]

2.2. Enterprise Resource Planning Systems Enterprise Resource Planning systems used to be applied by large enterprises which aimed at applying the system in various divisions whereas small- and medium-sized enterprises (SME) used mostly individual professional systems for resource planning, production planning and scheduling, warehouse management and financial accounting. The main idea is to assign the correct resources in the correct size and manner at the correct time while considering restrictions from both suppliers’ and customers’ sides. It was the significant reduction of costs for both hardware and software that helped to make ERP systems affordable and attractive for SMEs as well. In recent years, ERP systems have been continuously enhanced in their functionality, for instance, through the integration of further business functionalities and expert systems. [BVL 2012, p. 11; Hribernik/Hans 2011, p.10, 11; LogPrax 2008, p. 102, 103] Today, an ERP system is an integrated software system for comprehensive planning and coordination of corporate tasks, particularly in business management. The software is capable of optimization of a company’s available resources in order to attain higher efficiency. The system offers logistics features like inventory management or disposition as much as programs for almost all other tasks of a company, from finance and accounting over controlling to manufacturing and product development. Modern ERP systems need to follow the dynamic business processes easily and develop flexible software solutions with open technical standards. [BVL 2012, p. 11; LogPrax 2007, p. 103-105]



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The market of ERP systems is a heterogeneous one in which many providers of all sizes with many products and different functional scopes act. After a phase of rapid growth and massive functional expansion and technical innovation in the 1990s and a phase of consolidation, takeovers and minor recession in the 2000s, the trends exhibit a reinforced market growth. [BVL 2012, p. 23, 24] The ERP market consists of a large multitude of companies, of which not each offers a self-developed ERP system. According to a range of renowned publications in German and English language, providers of such systems belong to different categories which can be distinguished between generalists, resellers, suite providers and implementation partners. Developers or producers develop their own products and take care of both the technological base and the functional enlargement. Developers can be sub-categorized even further into generalists, production-borne developers and retail-borne producers. The generalists among the producers offer functionalities for each area and thereby provide the full range of basic functions of an enterprise, regardless of their industry focus or orientation. This again leads to a considerable demand for customization according to the individual needs and desires. Producers focusing on companies from the area of production must often have a dedicated orientation to the respective areas to serve, such as automotive, machinery and equipment or process manufacturing of food or chemicals with their diverse characteristics and business needs. Such sector-specific characteristics (and the related abandonment of additional customization effort) are the main advantage of sector-related producers over generalists. Same applies for the third sub-category, the retail-borne producers, who cover the specific requirements in ERP software for companies engaged in retail business. This includes, for example, the adherence to storage and transport conditions of perishable goods like foodstuffs. [BVL 2012, p. 23, 24; LogPrax 2007, p. 98-102; LogPrax 2008, p. 94-97; LogPrax 2010, p. 88-91] Apart from developers or producers, there exist further types of providers: Resellers act as a partner of the developer or producer and sell the software including implementation at the customer’s. Oftentimes, resellers are present in those regions where the producer or developer has no own sales and consulting department. Suite providers go beyond the resellers’ activities by extending the standard ERP software with additional industry-specific modules or functions and presenting the functionality in a homogeneous surrounding without any system breaks. Implementation partners eventually introduce ERP software at customers’ and offer consultancy services during the phase. The role of an implementation partner can be taken by a producer, reseller or suite provider as well. [BVL 2012, p. 23, 24] Largest vendors of ERP systems are Microsoft, Oracle, SAP, Atos, Sage Group, Infor and Software AG. Moreover, there exist further renowned players such as PSI Logistics, Aldata Solution, CSB System, and IFS. [BVL 2012, p. 22] Apart from supporting business processes by functionality, technological change alters the market of ERP systems. The use of the Internet and web-based business services



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increasingly gains importance for future operational scenarios of ERP systems as well, not least because of their ubiquitous availability and lower hardware and software requirements on the user’s side. Moreover, mobile data collection and processing, cloud computing and software-as-a-service are just some topics having begun to affect the industry. [BVL 2012, p. 23, 24; LogPrax 2007, p. 103-105] In general, the functionality of ERP systems can be divided to core functions and additional features. To the core functions of an ERP system belong features of sales, purchasing, production, warehouse management, controlling, and finance & accounting. Moreover, demand planning, construction and design, quality management, customer service, and HR management belong to the major core features of a standard ERP system. Other standard features of ERP systems include material planning, order & capacity planning, supply and order management, and product data management. Likewise, e-procurement, wages & salary management, and master data administration are part of standard ERP systems as much as spare parts business and multi-site & multi-company management are. Functionalities of marketing, contract management including long-term frame contracts, supplier evaluation and supplier relationship management, returns handling, transport management belong to the additional features of an ERP system. Besides, goods receipt and goods issue, order control, storage & stock control, inventory tracking as well as test plans and procedures, batch management & traceability and in-process inspections are named as additional features of ERP systems. Finally, several features like KPI management, planning/control/monitoring, reporting, staff development, document management, and revision control can be counted as standard parts of (some) ERP systems as well. Some of the additional features become manifest in individual modules or systems, such as Manufacturing Execution Systems (MES), Customer Relationship Management (CRM), modules for plant data collection and space management as well as Management Information Systems and e-commerce solutions. [BVL 2012, p. 11; Hribernik/Hans 2011, p. 12, 13; LogPrax 2010, p. 81-85]

2.3. Supply Chain Management Systems Different definitions of SCM software result from the various views on supply chain management itself. In general, SCM can be understood as design, operational planning and monitoring of material and information flow within and across company borders. One perception is that SCM includes planning and monitoring functions in procurement, production and distribution of a company. Another interpretation defines a supply chain as a corporate network that covers all procurement, transport, manufacturing and distribution processes from the supplier of raw material to the end customer as well as service and redistributions processes in the field of after-sales. [BVL 2012, p. 14; LogPrax 2007, p. 126]



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As a result, SCMS serve as a support for all logistical planning and control tasks in the company-wide value added networks, partly including functions for the integration of suppliers and customers. A broader definition describes SCMS as a software system for the design of supply chains, for all planning tasks in supply chains and even for the support of operational tasks across and within company borders. Although there are providers for all planning and control tasks, the corresponding systems often cannot be used universally and company-wide in this sense. Following this orthodox interpretation, a universal SCM system would not be available today. Nevertheless, it is the desire of some providers to achieve such universality of their systems. [BVL 2012, p. 14; LogPrax 2007, p. 125-128; LogPrax 2010, 108-110] With ever increasing globalization and growing interdependencies in worldwide trade, the requirements for SCMS grow constantly both in quantity and complexity refer to both security and transparency issues. Apart from legal requirements, business needs add to the complexity of SCMS with their needs for diverse features. End-to-end-visibility and transparency with regard to processes and the flow goods and information is as much demanded as solutions to ensure security and robustness of supply chains. Numerous challenges can be named as the most crucial ones for supply chain managers these days which again have to be supported or even solved by SCMS. Given increasing wages in many production countries and an ever rising oil price, supply chain managers seek to reduce costs in order to maintain or even increase profit margins. They also aim at the reduction of capital lockup in the supply chain which is caused by the directive of timely satisfaction of demand. This on-time reactivity is facilitated by decentralized inventory structures and, thus, elevated stock levels. In spite of globally dispersed supply chain participants, long transport distances and even a high oil price, on-time deliveries are aspired by supply chain managers. Effective software tools are drawn on to realize correct demand and sales forecasts and an effective planning of production and distribution across the supply chain network. In addition, managers need to improve their supply chain processes since they generally hold considerable potential for optimization which can be exploited by embedding technology and automation and by adopting best-practice solutions. For that, identification, evaluation and quantification, and a careful selection of eligible processes are to be carried out. Furthermore, the processes need to be adapted to those of the suppliers and customers. Issues regarding compliance and corporate social responsibility have begun to appear on managers’ agenda. These cover environmental aspects as much as questions of compliance with product safety and human rights regulations. SCMS are used to support supply chain managers in their daily operations and to assist them in strategic and tactical questions among which the above-mentioned challenges are ranked with increased regularity. [LogPrax 2008, p. 130-138; LogPrax 2010, 38-46]



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One of the major challenges in supply chain management is the lack of visibility which is often explained with high complexity of operations and network structure as well as a low degree of automation throughout the entire chain and, thus, a lack of transparency. Either the supply chain actors have only little access to the requirement or they drown in a massive abundance of data at many different ends. Whereas the first case can be solved with an adequate equipment of the respective processes with suitable and sensible information sources, the second case is based on a multitude of processes supported by ICT solutions like CRM, WMS, TMS, SCMS and ERP and geared towards enabling collaboration, integration and flexibility. However, each of the systems creates and contains own data and own views of the processes. This leads to a large pool of information bits and views in which the respective information has to be sought in for the identification of interrelations and links. [LogPrax 2007, p. 120-124] As one of the ultimate goals of transport and logistics in the 21st century, the domain actors have identified holistic planning and control of supply chain networks. A single central system in order to achieve the above-mentioned goals, i.e. collaboration, integration and flexibility, has oftentimes been considered as utopia by actors in the transport and logistics domain. This applies to vendors of central systems as much as to one-system-solutions because the earlier raises evident economic concerns regarding dependency of a system supplier and the latter requires all partners in a supply chain network to shift their existing information systems and data and communication standards. Moreover, such a central solution implies a shift of control from the individual supply chain partner to a coordinative authority which might pose an additional barrier for broad acceptance. [LogPrax 2007, p. 120-124] The domain has expressed its hope in the form of a platform solution enabling supply chain network management with the help of internet-based technologies. The platform is to provide the participating partners with all important information from all supply chain partners at the correct time and to empower them to control their supply chain operations proactively and, thereby, to enhance their scope of operations for an efficient supply chain performance. A platform transfers the goals of collaboration, integration and flexibility into the ability to collaborate, integrate and adapt. [LogPrax 2007, p. 120-124] As a result, supply chain visibility solutions are to be based completely on internet services and solutions since the internet is the perfect and most powerful marketplace for the exchange of already existing data and information. The information currently contained in local forms, spreadsheets and tables are to be captured in web-based forms to allocate them for future platform solutions. Monitoring of supply chain events may take place permanently whereas alerting is required in case of critical deviations only. [LogPrax 2007, p. 120-124; LogPrax 2008, p. 27-32] Another challenge refers to end-to-end supply chain optimization considering structural changes of the flow of goods in order to achieve goals, such as the 7Rs in logistics (the right product with the right quality in the right quantity has to be delivered at the right time and right place to the right customer at the right cost). By displaying the supply chain from the beginning to the end, network structures and



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global optimization potentials can be identified and evaluated transparently instead of local improvement efforts. Operative SCMS do act and try to optimize within existing structures rather than scrutinizing the structures themselves. End-to-end optimization is said to be attainable with little effort with regard to time, work and capital which is related to powerful ERP systems in use and dedicated tools for such optimization. [LogPrax 2007, p. 125-128] Further challenges can be identified in connection with ensuring security and robustness of supply chains. Several requirements resulting from mandatory regulations and from voluntary initiatives refer to novel security issues, such as terrorism, theft, piracy and smuggling. Moreover, the complex and variable field of customs and trade affairs and certain product traceability requirements have to be included adequately in the software solutions for an efficient supply chain management. Several regulations deal with these issues, like the above-mentioned C-TPAT, the Container Security Initiative (CSI) with its 24-Hour Advance Manifest Rule in the United States of America as well as the European Community Customs Code (Regulation (EEC) No. 2913/92), the earlier-mentioned AEO, the Export Control System (ECS), the Excise Movement and Control System (ECMS), ISO 28000 (security management systems for the supply chain) or traceability requirements for foodstuffs as part of the General Food Law (Regulation (EC) No. 178/2002) in the European Union. Proactive investment into the enhancement of security in supply chains and into the preparation of countermeasures in case of emergencies is supposed to be supported by SCMS and to pay off via large savings due to an efficient deviation management. [Kummer 2009, p. 105-107; LogPrax 2008, p. 38-47; LogPrax 2010, p. 38-41; LogPrax 2011, p. 118-122] Regarding the functional range of a standard SCMS, a bunch of features are considered as central. To these belong statistical sales forecasting and sales planning considering causal factors in order to estimate and calculate the expected demand. Location-specific planning of both stock and capacity is part of standard SCMS as much as the network-wide stock and capacity planning. The planning of stock ranges in one location and in the entire network as well as the calculation and consideration of available-to-promise and capable-to-promise is enabled and supported by SCMS as well. In addition, the comparison of forecast with the program planning including the settlement of both belongs to the core SCMS functionalities as the selection and parameterization of planning and scheduling methods do. Furthermore, SCMS encompass planning and monitoring both of procurement and distribution operations, the optimization of lot sizes and production monitoring. Likewise, scheduling, sequencing and monitoring of orders are an integral part of SCMS functionality. There exist standard interfaces to ERP and WMS as well in order to retrieve data from these systems as input and to feed them with output.



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Besides some SCMS offer additional features to address particular needs and requirements. Oftentimes, these refer to the strategic design of the supply chain network and to collaboration features with other members of the network, which again partly lead to functionality overlaps with WMS, TMS and ERP systems. Regarding to the earlier category, vendor- and supplier-managed inventory is supported in some SCMS as much as collaborative sales planning, collaborative demand and capacity management and collaborative procurement planning are. To the latter category belong the choice and the dimensioning of location, the allocation of products to the locations, the selection of transport modes and the dimensioning of the traffic relations, and, not least, the allocation of customers. Additionally, SCMS sometimes offer the management of planning master data and EDI interfaces. [BVL 2012, p. 14; LogPrax 2007, p. 99-102, 125-128; LogPrax 2008, p. 44-46, 130-133] Since the early 1990s supply chain management software has been available in the market. Compared to ERP systems, this market is very small. The sales volume of supply chain management systems market and related software vendors is oftentimes diluted and blurred since SCM providers publish turnover figures that encompass more than the pure sales volume of SCMS which generally is far smaller than the figures often shown. Because it is possible to manage supply chains with ERP systems, many ERP vendors see themselves as SCM vendors. In reality, there do exist overlaps between ERP and SCMS, particularly in terms of production planning functionality. SCMS solutions are differentiated in the way that they usually apply APS methods. However, inventories and capacities are determined simultaneously in SCMS whereas they are determined sequentially in ERP systems. The APS functionality in SCMS may cause higher efforts of implementation but yields better resource utilization and more reliability of the delivery dates. [BVL 2012, p. 28, 29] As has been mentioned at an earlier stage, Supply Chain Management Systems can be sub-categorized in SCD and SCP systems. While SCD operate on strategic level and mainly aim at optimization of network structures, SCP solutions are situated on the tactical level and deal with planning tasks in supply chains. SCD systems typically cover location decisions and the dimensioning of transport relations, which explains their customer base mainly consisting of trading companies and logistics service providers. The few providers of SCD software often have to compete with ad-hoc solutions based on Excel. SCP systems, on the contrary, contain all tactical planning tasks of SCM, such as sales forecasts, network-wide inventory and capacity planning as well as production and distribution planning. Although not being published explicitly, SCP market is said to have a notably larger size than the SCD segment. [BVL 2012, p. 28, 29] According to recent a study in Germany, the global turnover of the SCMS solutions has amounted to 6.8 bn US$ in 2010, with SAP SCM and Oracle being the largest players on the market exhibiting market shares of 19.5% and 17.9%, respectively, and further



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providers like JDA Technologies getting far lower shares with approx. 5.4%. While some providers sell SCMS solutions as a side product of their standard product, others focus on supply chain management solutions. This results in different market strategies and different significance levels of the SCMS share of the companies’ overall turnover amounts. [BVL 2012, p. 28, 29] With regard to the SCP segment, a dramatic change during the past two decades can be made out, transforming a market with formerly strong pure SCMS providers to one of large ERP providers offering additional SCMS solutions after a number of mergers and acquisitions. [BVL 2012, p. 28, 29]

2.4. Transportation Management Systems TMS generally enable the planning, management and control as well as optimization of transport networks and supply chains. This includes the planning and optimization of procurement and distribution structures while considering further constraints like those related with costs or time, the planning of multimodal transport chains, the optimization of delivery transport as well as the control and monitoring of the implementation and execution of the resulting transport processes. A prerequisite for the effective management and control is a certain level of integration of mobile units like transport means or loading equipment, as ordinary telematics modules exhibit. Prior to a wider prevalence of IT-based TMS, transport logistics used to be covered usually by a freight forwarding software of the logistics service providers whereas shippers relied on the simple functional elements integrated in ERP systems. Some complex problems were solved by additional route planning software. From the late 1990s onwards, the need of comprehensive transportation management systems in order to manage these complex transport chains with all functional requirements grew parallelly to the steadily increasing complexity of global and closely connected supply chains. Therefore, a certain degree of congruency with SCMS is predetermined. [BVL 2012, p. 13; CapGemini 2011, p. 36; Gartner 2010, p. 4, 5] Especially the security-related restrictions in the early 2000s pose a massive obstacle to easy import and export operations with initiatives like Customs-Trade Partnership Against Terrorism (C-TPAT) in the United States and Authorized Economic Operator (AEO) in the European Union, to name only two. Growing business due to global expansion and mergers & acquisitions can lead to limited visibility in the value chain; changed processes in the handling of documents and cases of non-compliance in import/export business. The need for organizations coordinating the administrative and the process side is becoming more and more evident. One possible solution is the so-called ‘Freight Control Tower’ supporting both global trade compliance and freight management and ultimately directed to operational excellence in export processes by directly addressing the major challenges in today’s global business. In detail, the Freight Control Tower is to support freight procurement, collaborative capacity management, freight order management, load planning and shipment execution, event management and visibility and freight payment, audit and customer billing as



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well as global trade compliance. [BVL 2012, p. 13; CapGemini 2011, p. 24-27; Gartner 2010, p. 5-6] Transport Management Systems encompass the acquisition and management of orders, the planning, scheduling and handling of transports, the monitoring of processes and conditions as well as event management and invoicing. Market overviews show a differentiation of the supported functionalities between transport modes, transport goods, planning functions, issues related to handling and documentation. Within these, issues like intermodal transport chain design, deviation handling, three-dimensional stowage planning, load optimization, fleet management, scenario-based simulation, contract management and the management of legal and transport documents are addressed. [Hribernik/Hans 2011, p. 15; Krupp et al. 2010, p. 147-150; LogPrax 2008, p. 114-117] Core issues like integratability with surrounding systems and external partners via standard interfaces like EDIFACT or ODETTE, automation, internationality and worldwide applicability including customs and import/export regulations characterize TMS as well as a global scope of operations and connectivity of different transport modes with each other. The functionality of TMS can be differentiated between core and additional features and between strategic, tactical and operational level. To the core functions of TMS belong order management, material resource planning including scheduling and disposition, transport planning and optimization, tracking & tracing, fleet and resource management, and freight charge handling. Stowage planning and optimization, strategic transport planning, master data administration, customer relationship management, workflow management, and HR management can be counted to the features of standard TMS solutions as well though. As additional features, routing and route planning, business intelligence modules, navigation solutions, yard management, supply chain event monitoring solutions and document handling can be included into a TMS solution package. Also, telematics interfaces, rate and tariff management, multimodal transport chain design tools, the management of loading equipment and slots, access control and contracting as well as order management are enabled in extended TMS systems. [BVL 2012, p. 13; CapGemini 2011, p. 47, 52, 53; LogPrax 2007, p. 110, 111; LogPrax 2008, p. 114, 115; LogPrax 2010, p. 96-98]



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Figure 4: TMS functional reference model and domains [CapGemini 2011, p. 47]

The TMS market is characterized by large ICT players, smaller providers of standard TMS solutions and vendors of niche applications, esp. in the forwarding business. Large providers are usually capable of offering a broader and more diverse range of products and functions than small providers. The size and heterogeneity of the TMS market allows both large and small providers to survive by focusing on own business models and customer segments. Besides, especially larger TMS providers started to enhance their product offering to more functions from adjacent systems like ERP or WMS. Thereby, TMS providers are able to approach a broader customer base and to offer complete packages to them. On the contrary, ERP providers integrate TMS functions into their own functional rage and, thus, expand gradually towards TMS. [BVL 2012, p. 26, 27; Gartner 2010, p. 4, 5] In recent years, the demand for transport solutions and transport management systems has increased considerably because the use of software solutions turned out to have a great impact, especially in transportation-intensive industries. Nowadays, the application of TMS appears essential, nearly inevitable. The recent development on the TMS market also shows a reorder of priorities for the offered solutions. A trend towards explanation, illustration and visualization of transport chains has been clearly pointed out by latest studies. Moreover, the



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extension of the support provided by the TMS for complex multimodal supply chains rather than supply chains based merely on road transport is another novel priority of TMS. The enclosure of ecological evaluations of solutions found is another new demand. [BVL 2012, p. 26, 27] The central competencies of TMS providers encompass the planning and optimization of transportation structures, mainly in procurement and distribution, aiming at minimal cost both in economic and ecological terms. The complexity of transportation management systems is reflected in the integration of multiple framework requirements and restrictions, such as legal guidelines, complex and diverse customer needs, and worldwide opening of transport networks. These requirements put high pressure on TMS providers to keep their solutions constantly up-to-date and to integrate technological innovation into their systems. However, these systems differ from each other regarding technological base and functional range. While smaller providers often limit themselves to single segments and fields or to niche applications, larger vendors integrate more strategic planning elements into their software. [BVL 2012, p. 26, 27; Gartner 2010, p. 6, 7] The providers of TMS solutions can be differentiated into three groups, which are pure developers, reseller and combined providers. Pure developers are often specialized in one or few industries and have developed software solutions for these or do not have the capability of incorporating larger distribution concepts. Thus, pure developers sell their own product only, either as a single product or as part of a package along with other systems. Pure developers frequently cooperate with the sales team of distributors who know the customers and their needs very well. [BVL 2012, p. 26, 27] Resellers focus on pure marketing and sales of TMS and oftentimes add consulting services to the offered product. Thereby, a broad variety of products and solutions for many different industries, transport modes and products can be addressed in an adequately attractive manner, i.e. with different features and therefore positioned very comprehensive and flexible for the customer. Such solutions can range from the mere solution for the road to intermodal transport chains. [BVL 2012, p. 26, 27] Combined providers form a combination of the other two groups. Often being medium-sized or large companies with both a development division and an own strong sales department, this group represents the majority of TMS providers. Combined providers develop and implement their software solutions directly and simultaneously consult the customer. [BVL 2012, p. 26, 27]



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Figure 5: Magic Quadrant for Transportation Management Systems [Gartner 2010, p. 4]

Renowned solutions are Oracle’s ‘G-Log Transportation Management’, SAP’s ‘Transport Management’ solution within its Business Suite, JDA Software’s ‘TM solutions’, IBM’s ‘iLog’ and ‘IBM Sterling TMS’, ‘LogiRoutes’ from Acteos,’4S i.Logistics’ from Four Soft, ‘PSItms’ of PSI Logistics, ‘Tris’ from Intris, ‘LS/ATN’ from Whitestein Technologies, CSD’s ‘TransWareOne’, Kewill’s ‘Chainware’, GreenCat/Groeneveld IT’s ‘RoadRunner’, ‘TrackitSmarter’ on ShipItSmarter.com, ‘TALIS’ from TANS and ‘Intertour’ from PTV. In addition, MP Object’s ‘MPO Supply Chain Suite’, ‘i2 TMS’ from i2 Technologies and ‘TRIS TMS’ from INTRIS Group as well as Descartes Systems Group can be named here. [BVL 2012, p. 26, 27; CapGemini 2011, p. 37; Gartner 2010, p. 11-16, 23, 24, 26-30; Krupp et al. 2010, p. 147-150; LogPrax 2008, p. 114-117]

2.5. Warehouse Management Systems Software systems have been used for storage and inventory management for several decades in order to support the logistics development. Originally, WMS were pure



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inventory management systems dedicated to managing quantities and storage locations and their relationship to one another, partially supporting the management of transportation systems as well. Since logistics processes and systems have been identified as holders of large savings potential, a transition of functions from pure inventory management to an integrated software system with high-level optimization and management functions can be recognized. Nowadays, WMS encompass the management, control and optimization of complex systems of warehousing and distribution, comprehensive methods and means for monitoring the system status as well as a variety of operational and optimization strategies, apart from the basic functions of management of quantity and location, conveyance means and disposal. The main task of a standard WMS lies in the management and optimization of internal warehouse systems. Current trends indicate the appreciation from the customers’ side of an easily understandable graphic user interface, easy adaptability and parameterization, as well as the profound integration of new technologies, esp. in the fields of identification and positioning, and large solutions in general, such as a combined ERP/WMS solution. In general, the functional range of WMS is constantly growing and has started to overlap with the ones of ERP systems and even SCMS since customers sought to realize every savings potential in the warehouse and to use WMS functionality for that. For instance, a complete order processing covering all processes from goods receipt to issue as well as more comprehensive information systems and control centres is a standard part of today’s WMS. To standard WMS belong tasks of route scheduling and routing, vendor managed inventory (VMI), and even value-added services like executing and billing of storage services, too. Additional features in the form of additional system modules in order to support individual processes like the picking process, e.g. pick-by-light or pick-by-voice, are elements of large WMS. [BVL 2012, p. 12; Hribernik/Hans 2011, p. 14, 15; Krupp et al. 2010, p. 134, 135; LogPrax 2007, p. 76-77, 88-91; LogPrax 2008, p. 72, 73; LogPrax 2011, p. 62-64] A majority of WMS customers desire an individual standard solution consisting only of those functions that represent their business processes without turning to an expensive customized solution. Therefore, providers adopted a modular structure of their solution allowing for a certain degree of customization with the help of standard (core and additional) functionalities. The core functionalities of a standard WMS cover goods’ receipt and issue, storage and retrieval operations, order picking and stock control/ slotting. Additionally, order processing and releases, stock-taking and inventory management, and master data management and information control centre (including KPI monitoring) belong to further core functions of a WMS. Additional features comprise topics like forklift management system, resource planning, returns handling, vendor-managed inventory, lot and batch numbers, hazardous materials management and value added services like billing. Further, shelf-life expiration date (SLED), customs, double or even multiple storage, multi-client



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capacity and multi-site management, dock and yard management, and the management of transport means and receptacles, empties and loading devices are addressed in large WMS solutions. Especially in the case of large solutions with all additional features included, there exist several intersections or even overlaps with neighbouring systems like ERP and SCMS. [BVL 2012, p. 12; Krupp et al. 2010, p. 122-135; LogPrax 2007, p. 77-87] The providers on the rather stable and consolidated WMS market are manifold due to a high number of established vendors and a relatively even distribution of market shares in the absence of dominant key players. The nearer future trend shows a development towards large suite vendors with a broad functional range. The strongest players on the German and Central European market are large IT companies with a broad portfolio and providers of storage and materials handling equipment. WMS providers belong to different categories which can be distinguished between pure developers, suite providers and providers of storage and materials handling equipment. Pure WMS providers frequently are SME and distribute WMS and other warehouse-related software only. They are used to cultivate relations to smaller ERP providers and smaller providers of storage and materials handling equipment in order to mutually complete their product ranges and to realize synergies for customers. Particularly for highly complex (manual and automated) processes with a strong degree of industry dedication, pure WMS vendors are often the best choice since they can offer deep knowledge of both the IT solution and a strong dedication to the respective industry. Suite providers distribute the WMS as part of a larger ICT solution, such as an ERP system or a SCMS solution. Therefore, their solution frequently comprises many modules apart from warehouse management as well, such as purchasing, human resources, financial accounting, controlling. Originally rooted in pure business information systems, warehousing has often been included into the product portfolio lately, so that the marketing addresses the entire suite rather than the WMS solution in particular. Manual and semi-automated warehouses with rather simple logistics processes are the major application area of suite vendors. Coming from the fields of metal construction, electronics and control technology, providers of storage and materials handling equipment deal with WMS as one element of the scope of their technical product which occasionally leads to a lower-scale solution – compared to the original WMS – focusing on technical control and optimization. This again leads to the integration of such materials handling equipment solutions into a larger standard WMS in which the materials handling-related solution is to take care of the technical control and optimization only. Mostly automated high-performance warehouses are the main application area of providers of storage and materials handling equipment. [BVL 2012, p. 24-26; Krupp et al. 2010, p. 135-137; LogPrax 2007, LogPrax 2008, p. 64-73; LogPrax 2010, p. 62-66]



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3. Dedicated features and solutions addressing special problems in the transport and logistics domain The solutions presented above have been examined regarding their scope, their supported standard functionalities and their core and additional modules. Since many of these systems exhibit largely similar features and characteristics, individual systems from single enterprises have not been introduced in detail. However, in case of particular fields of operation, as they are existent in the FInest use cases, special features or even dedicated solutions are necessary to cover the supply chain process illustrated in the use cases. In order to highlight the relevance of the solutions to be presented hereafter, the use cases are to be introduced briefly.

Use Case 1 – Fish transport from Ålesund (Norway) to Europe: The use case is covered by three companies (Port of Ålesund, NCL and Tyrholm & Farstad), and the focus has been laid on the perspective of three different roles covering one part of a transport chain: the port, the shipping line and the container terminal. The intention has been to understand the challenges from the perspective of three roles and understanding the interaction among actors, rather than covering a complete door-to-door transport chain. Use Case 2 – Air transport of equipment: The use case is covered by two companies (Kühne & Nagel and Air France-KLM Cargo) representing the two main roles in the transport chain. Focus has been put on describing a complete door-to-door transport chain, by dividing it in three main parts: the leg from the shipper to the carrier, the carrier process with legs from the forwarder to the carrier and then from the carrier to the forwarder, and the one from the carrier/forwarder to the consignee. Use Case 3 – Global consumer good production and distribution: The use case is covered by one company (Arçelik). The perspective is therefore the one of the manufacturer, and the use case consist of three transport chains: two covering the inbound logistics of materials (from Far East and Europe to Turkey), and one covering the export of manufactured products to UK.

In this section, the special solutions that have come across the works in the FInest projects and that exhibit a more or less strong relation to the process reality and business needs of the companies involved in the use cases are to be presented. The following list of such special kinds of features and solutions, which are not included in the standard packages of ERP, WMS, TMS and SCMS solutions oftentimes, has been collected and worked through. [LogPrax 2008, p. 131]

Solutions for foodstuffs and perishables

Solutions for hazardous material

Solutions for pharmaceuticals and chemicals



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Systems for handling embargo goods

Security-related ICT systems

Airport terminal software

Port terminal software

Systems and procedures for handling customs and trade affairs

Planning systems in transportation and logistics

Tender management systems and collaboration platforms

Business Intelligence & Data Warehousing in the T&L domain

B2B online platforms

Middleware platforms for standardized data exchange

Diagnostic systems for KPI measurement

Cloud computing in the T&L domain In order to explain the particularity of the respective system, certain showcase solutions have been selected and will be presented in a more detailed manner.

3.1. Solutions for foodstuffs and perishables Foodstuffs are sensitive products. The food and beverage industry requires highly capable logistics services which enable the operator to reflect seasonal or weather dependence, important regulations and other particularities. Delicate cargoes like fresh and frozen goods have to be shipped carefully and conditions under which they are being transported have to be constantly monitored. An example of the regulations mentioned above is IFS Logistic Standard developed by German (HDE) and French (FDC) retail as well as by logistics providers. These standards were launched in 2006. [IFS Logistics 2012] An overview of some examples of such ICT solutions in this branch accompanied by a brief description of each particular system follows:

MJC Food Supply Management Software MJC2 software solutions specialize in routing and route planning, scheduling, forecasting etc. not only in branches such as grocery delivery, drinks delivery or frozen food distribution, but the planning and optimization software covers the whole supply chain, including raw material sourcing, manufacturing, warehousing, distribution and stock management. Modules which are worth mentioning here are DISC (DIStribution SCheduling), a solution suitable for fast delivery planning and scheduling which takes all important variables and conditions (e.g. resource constraints, warehousing constrains such as loading/picking capacity, transport constraints such as compatibility and vehicle type and size etc.) into account. DISC leverages GPS vehicle tracking for real-time rescheduling, but it can also be used to examine “what-if” scenarios for strategic planning. [MJC2 a] Another tool by MJC2 is REACT (real-time dispatcher and vehicle tracking system). This is especially useful if last minute orders, variable demand, redirections or



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cancelations have to be handled. The dispatcher system also includes KPI reporting and fleet management modules. Furthermore, it can interact with ERP databases, order tracking systems, fleet maintenance systems etc. [MJC2 b] REACT can be combined with MOBi (mobile workforce management) by MJC2. MOBi is a software tool for field service planning, workforce tracking; mobile data capture and for proof of delivery (based on PDA signature). It can take into account employee skills, working times, urgency, job duration etc. [MJC2 c] Lawson for Food & Beverage Software solutions by Lawson cover issues such as shelf life, catch weight, variable attributes and further topics. Lawson M3 software can be used in many food industry applications. It contains KPIs and scorecard templates for carrying out analytics in food & beverage industry, demand planner search tool, financial management suite, enterprise asset management suite, graphical lot tracker, master production scheduling suite, planning workbench for food & beverage, quick step demand planner – QSDP, and also a robust M3 Supply Chain. [Lawson 2012a] Dachser Food Logistics German-based logistics service provider Dachser offers multi-user warehouses operating at temperatures over 0°C. Their solution, Dachser EDI-Center, manages data exchange which is independent of the ERP systems used by customers. This enables to process both individual and common data formats (such as EACOM, SAP, R/3, IDOC etc.). The orders can be traced on-line via internet. The SCM system ActiveReport notifies the interested party if any irregularity occurs. The system encompasses barcode-supported process documentation and automated temperature documentation as well. PSItms The Transport Management System PSItms is offered by PSI Logistics GmbH according to a philosophy of service-oriented architecture (SOA). This system can be equipped with modules for any branch within food & beverage industry, especially where (low) temperature plays a vital role. PSItms is suitable for storing of data concerning best-before dates, residual terms and production data. It also supports tracking of receipt batches with respect to ISO 9000 certification requirements. [PSI Logistics ] INFORM Optimization systems by German company INFORM GmbH can supplement the existing ERP as for demand planning, inventory optimization and sampling, transport optimization and container management. [INFORM a] Demand planning and forecasting system add*ONE Demand Planner includes tools for decision making on the level of Sales and Operations Planning (S&OP). This planner can also be utilized via the Internet and equipped with central access functionality for out-



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of-office access. [INFORM b] It contains dynamic forecasting tools based on self-adapting algorithms and database of forecasting methods. Another unique feature presents its controlling module which supports reporting for demand plans according to ABC analyses, target/actual comparisons etc. [INFORM c] The software can also operate on mobile devices as a cloud-based tool. [INFORM d] CASSIS This solution by JOTA GmbH is a multifunctional WMS. In food & beverage industry as well as in pharmaceutical industry it can be applied for process- and document management purposes, since it supports HACCP concept (Hazard Analysis and Critical Control Points), GMP (Good Manufacturing Practice) and batch traceability according to regulation (EC) No 178/2002 (concerning food safety). This solution can be also used in form of an online-shop (managed by CASSIS) once equipped with the module e-Logistics. [JOTA a] This software solution uses ORACLE databases and interfaces EDI, XML and FTP. [JOTA b] pL-Store® 8.5 This software solution for WMS and MES supports (among other functionalities) batch and serial number tracing based on RFID and bare codes in accordance with regulation (EC) No 178/2002. [proLogistik] SICSone SICSone is a product group of software solutions by SIC Software Industrie GmbH and contains more modules for particular logistic tasks, i.e. SICSone/Ivd® for warehouse and distribution logistics, SICSone/tim® for transport logistics, SICSone/psl® for productions logistics (for organization of internal material flow, supporting ISO 9000 certification) and SICSone/wfw® for workflow management (web-based solution). The communication in the SIC software is accomplished via a single layer. The modules communicate with other IT systems via XLM communication servers. [SIC]

3.2. Solutions for hazardous material Transportation of hazardous goods or material such as chemicals, explosives, flammable substances and other have to conform a range or regulations and safety instruction. These regulations and instructions do not only affect the way in which the respective material is handled, packed, labelled etc., but they also impose many restrictions and requirements concerning training, knowledge and experience in handling by the worker who may get in any kind of contact with such a material throughout the whole supply chain. With respect to the means of transport, different regulations are to be followed (ADR or, in English, European Agreement concerning the International Carriage of Dangerous Goods by Road – for road transport; RID or, in English, Regulation



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concerning the Carriage of Dangerous Goods by Rail – for railway transport, IMDG-Code for water-borne transports, and DGR for air transport). Here, the focus lies on software solutions which make it easier to meet all necessary requirements.

HazCaptain HAZcaptain™ is hazardous compatibility software that provides dangerous material loading guides and other hazardous shipping and storage resources via the web. The functionality of this software tool prevents from loading or shipping incompatible goods thanks to a HazCaptain’s IMO index, and it also provides EMS and MFAG (Medical First Aid Guide) guides and the USDOT (United States Department of Transport) Emergency Response Guide. [Horizon Service Group 2005]

3.3. Solutions for pharmaceuticals and chemicals Products relying on efficient pharmaceutical logistics are not only perishable, but also valuable. Because pharmaceutical logistics companies deal with transport of patented products, tamper-evident, secure packaging is crucial. This is why many providers offer services such as track-and-trace, RFID and authentication solutions, alongside warehousing, temperature control and monitoring, printing and labelling, and a whole range of solutions. Of course, a system of quality and security assessment exists in this branch of logistics as well. Here, an example is SQAS (Safety & Quality Assessment System) which evaluates the performance of logistics service providers and chemical distributors. The assessment reports are stored in an electronic database split by module. Chemical companies use the contained information for their risk management. Together with logistics providers, they gain access to SQAS Cleaning reports and SQAS Transport Service reports. [Pharox 2011]

PharmaLog Example of a software solution is PharmaLog, a pharmaceutical logistics solution developed by Szeged Software. Pharmaceutical logistics applications by this company are upgraded to run under uniPaaS application platform, i.e. in a form of a cloud-enabled software-as-a-service or RIA (Rich Internet Application). [Magic Software Enterprises; PRNewswire 2011] IBS Pharmaceutical Distribution Software A group of software solutions for pharmaceutical industry by IBS offers several modules suitable for specific tasks management. IBS medical equipment software IBC Pharmaceutical (which uses Enterprise 6.0 suite by IBS) enables, amongst other functionalities, streamline handling with refrigerated and narcotic-control products (including Material Safety Data Sheet (MSDS) documentation for dangerous goods), automated planning and scheduling



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for route-specific delivery to pharmacists, hospitals, etc., lot tracking (which is vital for First End date First Out (FEFO) products), and others. Tracking is supported by RFID and bar codes, lot or serial numbers. Another one of IBS’ pharmaceutical applications for return & alert management can send messages (SMS, e-mails) to appropriate workers on the base of customized rules and limitation filters. [IBS] Another example of software solution for pharmaceutical industry by IBS is IBS PHARMA, which is an integrated modular ERP. It interfaces Oracle and MQSeries and runs under the operation system i5/OS (OS/400). [isi Medien 2011] Lawson Solutions for Healthcare Software solutions by Lawson for healthcare help to meet standards for the Magnet Certification (in tune with the Magnet Recognition Program of the American Nurses Credentialing Centre (ANCC) [UCLA 2010]) and Sarbanes Oxley Act (concerning regulations of financial practice and corporate governance [Addison-Hewitt Associates 2006]). Noteworthy solutions are Cloverleaf Integration Engine and Modules for facilitating a secure handling of (often delicate) data within and outside the respective healthcare enterprise, Enterprise Master Person Index (EMPI) for electronic patient data exchange in tune with HIE (health information exchange), suite for financial management (S3) applicable in budget preparation & planning, grant management, financial reporting etc., MediSuite for electronic health record system, Surgical Instrument Management and others. [Lawson 2012b] CASSIS As mentioned above in the section concerning solutions for food & beverages, CASSIS WMS meets all important regulations in both foodstuff and pharmaceutical industry. KiSoft KiSoft is a WMS by KNAPP AG especially suitable for warehouses in pharmaceutical industry with uneven workload distribution. One of its features is a visualization system which also enables interventions and control execution steps. [KNAPP 2011a, 2011b] PillPick Manager The software PillPick Manager by Swisslog GmbH provides monitoring, reporting, inventory management, diagnosis, and control of all system components in form of a single application. It interfaces with pharmacy and hospital IT systems. [Swisslog 2011] The used database is SQL Server, used messaging protocols are HL7, XML, or customized protocols, it runs under operating system MS Windows. PillPick Manager can output a range of reports (packaging requests, stock reports, expired drug reports etc.). [Swisslog 2005] Indyon



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Software modules by Indyon can be linked up with current hospital IT systems. They facilitate warehousing and delivery of medicine and other healthcare items and they also support tracking and tracing of healthcare devices or even patients. The technology is based on RFID and its application area ranges from tracing of objects and patients via transponders to analysis and optimization of healthcare related processes. [Indyon]

3.4. Systems for handling embargo goods Embargo goods are items for which there is a restriction of international transport, in dependence on international conventions applied to particular countries. Goods and materials which are subject to the embargo regime are usually weapons, explosives, and technological devices used by the army industry or the nuclear energy industry etc. Here, we also deal with drugs, contraband and other goods or substances with restricted international transport. The technology employed in this field of logistics uses high- or low- energy X-rays, neutron resonance radiography (NRR) or a new sniffer technology. The issue of (restrictions on) transport embargo goods is closely related to safety and anti-terrorism regulations. Examples are EC (No) 2580/2001 and EC (No) 881/2002 in EU or C-TPAT, Bioterrorism Act, CTI or Maritime Security Bill or STT in USA.

COMPLIANCE||XPRESS COMPLIANCE||XPRESS by AEB is a module for sanction list screening and export check. During the screening, all addresses are checked against up-to-date sanction lists. Crucial is the check whether there is a total or partial embargo imposed on the respective country with regard to the kind of goods to be exported. This uses existing current legal acts and regulations (e.g. in cooperation with OSCE – Organization of Security and Co-operation in Europe). [AEB a]

ASSIST4 ASSIST4-Suite offers a set of business services for cross-border transport of goods provided by AEB. This transport and freight management system supports order consolidation and choice of a favourable carrier for both purchasing and distribution. It enables printing orders, labels and barcodes, and it also supports comparison of freight rates of different carriers. [AEB b, AEB c]

3.5. Security-related ICT systems Enterprise documents as well as data related to shipped, transported or stored goods have to be stored securely to prevent them from becoming subject to IT criminality. Because of the thread of misuse of delicate or secret information logistics companies are pushed to invest intensively in ICT security solutions. ICT solutions for supply chain processes are collectively referred to as Supply Chain Security (SCS). Most of the security regulations are intended to affect as anti-terrorist



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or anti-theft measures. Examples of those regulations in European Union are EC (No) 2580/2001 from 27th December 2001(restrictive measures directed against certain persons and entities with a view to combating terrorism [EC No 2580, 2001]) and EC (No) 881/2002from 27th May 2002 (application of those restrictions [EC No 881, 2002]). In USA there are analogous regulations in force – C-TPAT (Customs-Trade Partnership Against Terrorism), Bioterrorism Act, CSI (Container Security Initiative), Maritime Security Bill or SST (Smart and Secure Tradelanes). As for anti-fraud measures, in USA we may mention Sarbanes Oxley Act (aimed at enterprise accounting). In the field of goods security, ISO 28000 defines specification for security management systems for the end-to-end supply chains (including transporting of goods). [Partsch 2008]

Information Leak Prevention ILP is a security concept which respects the singularity of the respective enterprise while setting a frame conditions to prevent any unintended information flow to unauthorised receivers. The concept is based on a technology which checks data and the particular data flow to search for potential breach of the respective security regulations instead of applying rather disturbing warning messages when using USB pen drives, PDAs etc. On the base of the found breaches of security rules (if any found), a new security policy or recommendations can arise. Generally, safety has to be ensured both for desktop and for network hardware and software. One of the crucial points is the safety of internet access, which is conditioned by the application of firewalls, virus protection software solutions and spam filters both for servers and for end devices, e.g. at the desktop. [F&P 2012] Concrete examples of further security measures are the transformation of critical content sections of PDF or ZIP-formatted data, and the deletion of the last n signs (letters/ numbers) in case of credit card numbers, account numbers etc. [Bickerle 2008] Next, some further examples of state-of-the art products of various providers in the field of ICT security are presented briefly.

Thales E-Security Hardware security modules (HSM) nShield and NetHSM are based on encryption, SSL (Secure Sockets Layer), PKI (Public Key Infrastructure) or other cryptographic techniques. nShield Connect is an example of a network-attached HSM. nShield Connect integrates with Microsoft Certificate Services, Entrust Authority Security Manager, RSA Certificate Manager, Oracle Database, Microsoft SQL Server and other applications. [ICT Security Pty 2012] Mi-Token Mi-Token Inc. provides authentication systems for banking environments. The features include proof of identity via 64 character strings, transaction level authentication and optional integration with HSMs (for key or access lists protection). It can be integrated with FIPS 140-2 Level 3 (Federal Information



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Processing Standard publication, which is an U.S. government computer security standard)., it supports digital signatures etc. [Mi-Token 2011] SafeNet data protection SafeNet Inc. provides a wide range of applications for data protection, such as eSafe (DLP – data leak protection tool), ProtectDB (column-level encryption of data in databases), HSMs, ECC (Enhanced Crypto Cards for voice encryption), as well as solutions for commercial network protection (ethernet encryptors, network security management centre, SONET encryptor, etc.). [SafeNet] Enterprise PKI solutions by GlobalSign® For securing of valuable documents, e-mails and other business-related data several SSL certificates can protect the respective electronic documents. GEGIS GEGIS (from German “GEfahrGutInformationsSystem) is an information systems for dangerous goods applied in Hamburg port terminal. It can work together with Port Community System by DAKOSY. This system is used by police and fire brigade, so that these bodies are provided with exact information on handling with any dangerous item. Desired data must be reported by all involved line agents, shippers etc. GEGIS also integrates various databases concerning dangerous goods or the respective regulations. [Kummer et al 2010]

3.6. Airport terminal software In the pursuit of implementation of quality standards in air cargo industry to attain a measurable efficiency improvement, the industry initiative Cargo 2000 was founded. Cargo 2000 is an industry group within IATA. Its members are major airliners, freight forwarders, ground handling agents, IT providers etc. [IATA 2012a] A crucial outcome of Cargo 2000 is Cargo 2000 Master Operating Plan, which became a vital part of process control and reporting system in air cargo industry. The main targets were reduction of individual processes in the air cargo supply chain and reduction of time spent managing irregularities. The core of the Cargo 2000 Master Operating Plan is monitoring and measuring of individual shipments throughout their delivery cycles. This is accomplished in three steps, i.e. management of airport to airport movements, shipment planning and tracking at House Air Waybill level, and shipment planning and tracking at individual piece level. [IATA 2012b] The aim of IATA Cargo Accounts Settlement System (CASS) is to simplify the billing between airliners, which is accomplished by operation with CASSlink, a web-enabled e-billing solution. [IATA 2012c] In this way, communication between every single airliner is substituted by a regular billing procedure through IATA-CASS. [Kummer et al 2010] Not only does this solution replace paper-based invoicing, but it also frees the agents from manual controlling activities. The CASSlink solution mentioned above is IATA’s



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internet-based data processing system and CMS with special features like a module tax solutions, AWB stock management system, etc. [IATA 2012d] An example of a Cargo Community System (CCS) for a world-wide air cargo transport is TRAXON, an organisation which is also active in IATA, TIACA and on the German and French transport market. [TRAXON 2008a] TRAXON integrates solutions for network connections (e.g. support of e-freight concept in form of a web-based AWB or HAWB or of host-to-host communication via TRAXON EDI), for scheduling and booking, document processing (e.g. implementation of eFreight MIP reports – IATA eFreight Message Improvement Program), for tracking and tracing, custom solutions etc. [TRAXON 2008b] Other importers/ exporters or airliners like GHAs, GSAs or customs authorities are also participating. [Kummer et al 2010] Another provider is OAG Cargo (which is a part of UBM Aviation), which specializes in the supply of data and IT products, market intelligence, decision support products and services for global aviation industry. [OAG Cargo 2012a] Examples of the products are AFRA (Air Freight Rates Application, online rate distribution and management application), Cargo Flights (online scheduled flight look up service), and Global Air Freight Forecast, amongst others. [OAG Cargo 2012b] AFRA is an online-accessible database of cargo purchase rates which also gives an overview of historical rates or supports publishing of new rates in HTML or PDF formats. [Cargonaut 2007a] Another application is AWB Manager for preparation of electronic Master Air Waybills and House Air Waybills in compliance with IATA e-Freight. [Cargonaut 2007b] For paperless communication and documentation, the solution eCargo Pouch® is useful. It can process FWBs and other documents via EDI and is in compliance with IATA recommendations. (Cargonaut 2007c) For import/ export process activity tracking eCargo Receipt system based on air waybill, status indicators (e.g. DGVs and customs indicators) can be used. [Cargonaut 2007d]

CargoNaut Cargonaut B.V. is another provider of chain-wide solutions for electronic information exchange between airliners, forwarding agents, truckers and shippers etc. used at Amsterdam Schiphol Airport. CargoNaut develops solutions for electronic data exchange in the freight industry (mainly e-Freight Air Waybills, customs declarations, DGVs, etc.) and can also serve as a data collection hub. The provided product portfolio contains AFRA, Air Waybill Manager for electronic preparing and sending of Master Air Waybills as well as House Waybills in compliance with IATA e-Freight regulations, CargoScan, an application providing online information on inspections at Schiphol Airport and possibly executed by customs authorities, and e-AWB, the electronic version of Air Waybill, among other solutions. [Cargonaut 2007e] CargoNaut also comes with a central document and message management system called eCargo Pouch, equipped with an archiving feature, too. eCargo Pouch can manage various types of documents (packing lists, invoices, electronic messages, etc.) and is compatible with the e-Freight program by IATA. It also contains a customs authorization module. [Cargonaut 2007f]



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Amadeus Amadeus is a provider of IT solutions for tour operators, airliners, hotels, train companies and other subjects which, are involved in tourist business. [Amadeus 2005-2012a] The solutions contribute to cost reduction and process optimization within the entire travel chain. Mobile (cell) phone accounts for one of the technology solution bases, the trend is to accomplish services ranging from the search for connections over purchase and identity verification to boarding card issue by this technology. [Amadeus 2005-2012b]

3.7. Port terminal software Several specialized IT solution providers offer their solutions for port terminals or shipping. One of them is SoftShip, a provider of software solutions and services for international liner shipping sector. One of the main software solutions is the LIMA suite for deep sea, short-sea, feeder, ro-ro operators or for NVOCCs. Its functionalities encompass schedule control, port call management bunker handling, management of own and leased boxes, container overview, control of equipment repairs etc. Its terminal management system includes all types of cargo and portable terminals. [Softship 2012a] Likewise, ALFA (Advanced Liner Function for Agents), a modular software suite including a sales and marketing tool, a tariff/quotation module, a documentation module for reporting the IMDG Manifest and other documents, a maintenance and repair module, a storage and handling module, belongs to the category. ALFA uses XML, EDIFACT and ANSI standards for data exchange [Softship 2012b]). Another maritime business supplier is Port-IT B.V. ®. Its portfolio ranges from Port-IT Antivirus and Anti-Malware software solutions to vessel management systems (CIOS Maritime ICT Server, focused on security of electronic data exchange). [Port-IT 2008] This company cooperates with Inmarsat, a provider of global voice, data and IP communication solutions. This company developed AmosConnect™, a shipboard communication platform. It integrates functionalities for position reporting, automatic file transfer, etc. Unique features are the possibility of remote configuration and the ability to control FleetBroadband connections directly from the portal interface. [STRATOS 2012] An example of a multi-carrier e-commerce platform for ocean shipping is INTTRA. It product portfolio encompasses schedules by means of OceanSchedules.com, a web-based portal of customizable schedules and voyage records. It also gives an advertisement opportunity, as it contains banners and web links. [INTTRA 2012a] The INTTRA e-Commerce platform supports monitoring of booking, and carrier information, on-line collaboration, automatic notification of changes in booking status to third parties etc. [INTTRA 2012b] Further, INTTRA Shipping Instructions in connection with INTTRA -Act (web-based application), INTTRA -Link (EDI-based system-to-system connection) and INTTRA -Desktop (off-line PC application) can be interconnected to create multiple shipping instructions, re-use and edit booking data



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etc. [INTTRA 2012c] Other solutions are the INTTRA Bill of Lading (B/L) tool and the INTTRA e-Invoice. [INTTRA 2012a] Especially in the container shipping sector, cloud-based platforms such as the one by GT Nexus find their use. It contains strategic application suites for operation optimization and it can be used as an extension of an ERP system of the respective shipper. [GT Nexus 2012a] The suite enables schedule queries, eBooking and electronic document management. [GT Nexus 2012b; GT Nexus 2012c] A similar product is My CargoSmart Center by CargoSmart Limited, which is a web-based application for planning, processing, monitoring and online sharing of multiple carrier shipment information. For preparing bookings, the same provider offers CargoSmart worksheets (applicable in form of e-mail attachments). [CargoSmart 2000-2012] Location-bound CCS solutions are provided (among other companies) by DAKOSY. Its Port Community System is applied in Hamburg using an Export Message Platform (EMP) for communication related to export and transit transport and an Import Message Platform (IMP) for import, which both encompass further carriers and supply chain participants. Information are sent or received in the form of an EDI service. This solution also supports other tools such as UNIBOOK, ZAPP, ZODIAK, ATLAS and GEGIS. [DAKOSY 2010, Kummer et al 2010] An analogous solution is provided by dbh Logistics IT AG from Bremen, Germany. Compared to DAKOSY solution, additional services such as VATT or MAQS can be used. [Kummer et al 2010] One of the systems provided by dbh Logistics IT AG is the modular software COMPASS which can also find use in air terminals or in warehousing, while its base module with core data is still in use. [dbh Logistics IT] Unlike a traditional communication in port, where there is a need for mutual communication between all partners (shippers, customs offices, etc.), Port Community Systems (PCS) take advantage of a central system. Nevertheless, PCS also provide other services except for (electronic) communication. For instance, PCS sends weather information to vessel captains, information regarding time of arrivals and departures to ship agents, sends security reports to ministry of defence, etc. Capgemini gives a definition of PCS like the following [Smit 2012]: “A Port Community System can be defined as an entity delivering information to supply chains operating in the port. The PCS is responsible for: data supply, data control, data distribution, and data conversion”

Figure 6: Traditional communication vs. Port Community System [Smit 2012]



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A short overview of current Port Community Systems is given below.

Scope Both for air and sea freight processing as well as for customs processes, Scope, a multifunctional software solution provided by Riege, can be connected to existing applications such as ERP systems or other e-solutions. Its programming is based on Java Enterprise Edition (JEE) and can work with various local languages, sign systems, number formats etc. [Riege 2012a] Its main features are its database search machine, its validation and plausibility check, its document management including electronic exchange in PDF format and upload of documents also in other formats, e-mail communication, and data update service, e.g. for updates on taxation or customs classification. [Riege 2012b] PortBase PortBase provides a Port Community System which serves for electronic interchange of messages across the community. It is based on UN/EDIFACT standard. The prerequisites are Internet Explorer 7.0 or 8.0 and EDI connection. Members of the community are inland shipping companies, shipping agencies, forwarder, carriers, barge operators, depots and terminals, etc. PortBase has three main parts – an application platform with all services provided (such as barge planning, transport ordering, transit declaration, etc.), a platform with facilities common to all services and a central database for information exchange. The main advantage is cost reduction and efficiency enhancement (shorter throughput times, non-stop availability, etc.), re-use of data and so on. [Portbase] SoftShip SoftShip is a system for administration and booking for cargo shipping. It supports the information exchange between all ship agents, customers, port and terminal agents in each port. Compatible information exchange systems are COARRI, CODECO, CUSCAR, CUSDEC, INVOIC and others. The solution is based on EDI. [Softship 2012] PORTWIN PORTWIN is an administrative tool for planning, monitoring, execution and invoicing in relation with port processes. The main functionalities are vessel registration and related services, cargo management, invoicing and support for statistics. It interfaces the Internet and its in- and output is generally accomplished manually. PORTIt PORTIt is the main program for the workflow in a company. It can be used for planning, monitoring, execution and invoicing. The main functionalities are vessel registering and related services, cargo invoicing, and support for statistics. In interfaces other systems such as AIS, SafeSeaNet, a platform for data exchange in



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the EU, Norway and Island, and the Internet, in- and output can be managed both automatically and manually. [PORTIt]

3.8. Systems and procedures for handling customs and trade affairs

The trend in customs and taxations affairs and in related processes is a full utilization of IT solutions which simultaneously implicates a substitution of manually processed activities and face-to-face communication. Furthermore, interconnection with ERP systems, clearing systems as well as the embedding of lists of restricted items/ goods (anti-terror security measures, embargo goods etc.) is another tendency. In Europe, there is NCTS (New Computerized Transit System) in use in order to facilitate electronic communication. [Riege 2010] Since 1st January 2008, enterprises in EU which are involved in customs related processes can get the status of AEO (Authorised Economic Operator). The condition here is the accomplishment of “compliance” which means the use of UN lists, US lists and implementation of anti-terrorism EC regulations, goods classification in relation to customs-approved billing procedures etc. The status of AEO is valid in all EU countries and it can be assigned in form of a certificate in either of three versions (AEO C, AEO S, or AEO F), differing as for approval preconditions and related advantages. [LogPrax 2010, p. 38-46; Merz and Sapper 2010; Zoll online a] Here we present several examples which give evidence to the progress of digitization of the processes in question.

EMCS The electronic user system EMCS (Excise Movement and Control System) was launched in 1st January 2011. It is an EDV system for tracing of goods which are subject to excise duty. The implementation of this system is compulsory for all corporations which trade in such goods (typical examples are companies from the food and beverage industry). EMCS makes the substitution of paper documents by electronic messages possible. One of the benefits is the notification of the receiver of the shipment just before it is consigned, as well as the notification of the sender of the successful completion of the whole shipping procedure. A new functionality is SEED-on-Europa (System of Exchange of Excise Data), which provides all involved parties with access to SEED via the Internet. [Lison 2010; LogPrax 2010, p. 39-40; EMCS 2012] SASP The Single Authorisation for a Simplified Procedure (SASP) is another approach to seamless declaration and clearance procedures. Its foundations were laid by launching the Commission Regulation (EC) No 1192/2008. It allows to use the local clearance procedure or the simplified declaration procedure in an EU member state where the respective operator is established, regardless of the seat of the respective subsidiary where the customs formalities occur). [LogPrax 2010, p. 40; SASP 2012; Lison 2010]



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ISF Since 26th January 2009, Importer Security Filling, also known as “10+2” has been in force. After a year, a transitional phase, meaning that of penalties for not submitting or submitting of incorrect documents to the respective bodies were not employed, has expired on 25th January 2010. ISF requires the submission of electronic documents to the ocean carriers before goods are shipped to be imported to the USA. The term “10+2” stands for 10 documents which are required from the importer and 2 documents which the freight forwarder has to submit. In case of absence of any of these documents a “do-not-load” message is sent to the freight forwarder. The documents have to be sent to CBP authority no later than 24 hours before shipping. The challenge for the exporters is to send all documents in time to the American importer so that he is able to meet all ISF conditions. [EgeTrans; Lison 2010; LogPrax 2010, p. 40-41] ATLAS ATLAS is a German customs MS and IT system. Thanks to ATLAS, electronic management of all related documents which are present in customs declaration processes is possible, next to submitting paper documents such as bills or preferential declarations. All data are centrally stored which is why this is often referred as the so-called “Single Window” principle so that other institutions like Statistisches Bundestamt Deutschland (German Statistical Office), Federal Office of Economics and Export Control BAFA etc. can access it as well. [Riege 2010] Participants have also the option to communicate with the customs office via the Internet. One of the most important advantages arises in the field of finance planning and risk management, since all finance-related data is well at disposal in advance. A prerequisite for the participation is a software module from a certified provider which enables to manage messages in EDIFACT format. Currently, the version ATLAS 8.3or AES 2.0 (Eingangs- und Ausgangsanmeldung summarisch) is in release. [Zoll online b; Zoll online c; Zoll online d; Lison 2010; LogPrax 2010, p. 41-43] There are also solutions provided by various developers which are compatible with ATLAS. One of them is M.Line, a software suite which is in effect a SAP add-on provided by Mercoline, one of whose components again is M.ATLAS, which also supports EDI communication. [Mercoline a; Mercoline b] In this context, the concept of Single Window has to be explained. Its main idea is a central place for submission of documents (customs declarations, etc.) related to international trade. This concept is promoted by organizations such as UNECE (United Nations Economic Commission for Europe), UN/CEFACT (Centre for Trade Facilitation and Electronic Business), WCO (World Customs Organisation), ASEAN (Association of Southeast Asian Nations) and others. The main benefit for the user, that is to say the trader or the agent, is the simplification of administrative processes related to submission of all trade-related documents. Instead of sending these documents to every individual partner, they will be – with the help of using Single Window – selected, sorted, filtered and finally forwarded to interested banks,



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customs offices, insurance companies and other involved partners of the trader or agent. [World Customs Organization 2012]

Figure 7: Scope of Single Window and International Supply Chain [Vivekanantham 2011]

Kewill ZABIS® The certified solution Kewill ZABIS® by Kewill GmbH supports electronic processing of clearance and customs procedures in Germany and in Switzerland by interacting with ATLAS and e-dec. It is also available as a SaaS version. [Kewill 2012a] Another solution (also provided by Kewill) is Kewill Air Cargo Pool (ACP) for automatic processing of export formalities during transport by air carriers in Germany. It also cooperates with ATLAS. [Kewill 2012b] Kewill CustomsXchange Another product by Kewill is Kewill CustomsXchange. It supports electronic processing of customs procedures and can work in form of a SaaS solution, as well. It works as a central message gateway in cooperation with another operational system (e.g. ERP). This solution enables to meet restrictions and regulations such as ECS, EMCS, NCTS and others. [Kewill 2012c]

3.9. Planning systems in transportation and logistics In logistics the condition of transportation and all related activities are constantly dynamically changing. This results in a great demand for flexible IT applications and optimization software solutions which are capable to adjust to those non-stationary conditions and changing business environment.

ICON-SCM German-based ICON-SCM focuses on planning software in the fields of supply chain management, collaboration and liability which is reflected by the products offered,



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i.e. ICON-SCP, ICON-SCC and, yet to follow, ICON-SLM. ICON-SCM aims at an end-to-end visibility for involved supply chain parties and an optimal match between supply and demand. By means of direct links between S&OP and Order Promising & Fulfilment on the one hand and Supply Chain Planning & Execution features on the other, an effective and efficient end-to-end demand and supply chain planning process. [ICON-SCM 2011] Kinaxis Kinaxis Corp. allows the user an efficient supply chain planning and management, a coordinated management of external and in-house manufacturing operations and an effective sales and operations planning out of a single system, more precisely through the RapidResponseTM Control Tower. Based on cloud web services, it offers collaborative planning within supply chains, uninterrupted performance management and effective deviation management. Moreover, the RapidResponseTM Control Tower uses fast data analysis for the creation of business information and provides them in an enterprise cloud service accessible by multiple supply chain partners. [Kinaxis 2011] Llamasoft Supply Chain Guru® is a supply chain design solution offered by Llamasoft Inc. to managers and executives to transportation, logistics and 3PL companies. Comprising diverse technologies like ‘Network Optimization’, ‘Inventory Optimization’, and ‘Enterprise Simulation’, Supply Chain Guru® claims to offer aid to freight consolidation, supply chain visibility, fulfilment of service level commitments, inventory and logistics optimization and the design of transportation routes and distribution concepts. Transportation Modelling and Supply Chain Network Design and Optimization are two fields particularly emphasized by the solution. [Llamasoft 2012] Quintiq Providing LSPs with a tool in order to efficiently plan supply chains and transports therein, business control and visibility are claimed by Quinitq as major goals to be served in a supply chain. To do so, powerful planning tools are required which cover the strategic level as well as the executional one. Precisely, the Quintiq solution covers long-term strategic planning including network design and tactical capacity planning including supply chain optimization as much as operational scheduling with the goal of maximized utilization of resources and even real-time event management for the swift management of deviations and disturbances in the supply chain network. [Quintiq] Whitestein Technologies Whitestein Technologies provide self-adaptive software products for optimization of business activities and processes in real-time. The solutions are agent-based technologies, i.e. autonomous and goal-directed self-adaptable agents. In the field



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of transportation management and optimization software the most important products are LS/TAN and Living Systems TMS. LS/TAN (Living Systems Adaptive Transportation Networks) is transportation and dispatching software. Its main feature is instant optimization capability (reflecting negotiable and non-negotiable boundary conditions), automatic communication support, real-data simulation and provision of real-time visibility. Living Systems® TMS is an economic TMS for SME road-freight logistics tasks. Its modules encompass order and capacity management, transportation planning, reporting and management information system, event management and standard telematics interfaces. [Whitestein Technologies 2010]

3.10. Simulation software for transport, logistics and SCM According to the German regulation ‘VDI-Richtlinie 3633, Blatt 1’, simulation is the imitation of the operation of a real-world process or system over time and it involves the generation of an artificial history of a system as well as the observation of that artificial history to draw inferences concerning the operating characteristics of the real system. Simulation software is used widely and for many different purposes within the transport and logistics domain, such as the simulation of supply chain networks, the check of distribution concepts, the static and dynamic study of logistic and production and distribution flows, layout planning and assessment, simulation of complex conveyor systems

Rockwell Automation Rockwell Automation situates its simulation software solution ARENA in the environment of manufacturing processes, six sigma implementations, supply chain processes, warehousing, and military and mining applications and offers custom templates consisting of libraries of modeling objects for the development of models which require repeated logic. SDZ GmbH With more than 25 years of experience in the development of simulation software and logistics consulting in the fields of planning and optimization of supply chain systems as well as production and logistics systems, SDZ GmbH manages a multitude of various projects in very diverse industries like logistics and warehousing, automotive, manufacturing & production, chemicals, retail, fashion, energy, foodstuffs and airports. Its main simulation software solutions DOSIMIS-3 and SimAL are used for the creation and check working plans, the tracing of orders, the visualization of transport systems, and the recursive analysis of protocol outputs for backward tracing purposes. Siemens PLM Software



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German technology enterprise Siemens offer Plant Simulation as discrete-event simulation software for the simulation, analysis, optimization, and visualization of logistics courses, material flows and manufacturing processes. By means of computer simulation, Plant Simulation is used for the comparison of complex alternatives of production programs and distribution concepts and is strongly interconnected to other tools of the ‘Digital Factory’. Simio LLC Apart from various supply chains, the simulation software Simio, which is provided by Simio LLC, is used in a variety of application fields, such as airports, manufacturing, mining health care, and ports. It is applied for advanced analytics and in six sigma & lean concepts. Moreover, it supports both of object-orientation and process- and event-orientation.

3.11. Tender management systems and collaboration platforms Organizations struggle to replace paper-based tender procedures and activities with intelligent management systems. The aim is not only a detailed collation of bidder’s information, prices, specification etc. as it is the case of e-commerce solutions. Further functionalities, such as fast communication and transparency for all participants while simultaneously meeting up-to-date security demands, are the domain of tender management systems. Freight exchange platforms allow the sharing of information about shipments, capacity and load availability and similar aspects. In the following, some example solutions are presented:

VHT Tender VHT Tender is an Electronic Tendering System (ETS) developed by VHSoft Technologies. It key modules serve for contract registration, bid & tender management, strategic reporting, request of quotation, administration and as a central knowledge repository. [VHSoft 2011] INOVEM Bid & Tender Management Systems One of the products offered by INOVEM Inclusionware is INOVEM Inclusionware™. It fastens procurement project communication and enables to set up virtual data rooms for communication with any interested party. Distribution of e-mail notifications, timetable management, and a searchable FAQ database are some of the features of this solution. [INOVEM 2011] GT Nexus GT Nexus provides a cloud-based collaboration platform for supply chain processes for a wide range of business branches. The solution of GT Nexus combines three inter-locking technology components: business-to-business software applications for automatic global trade and logistic processes, Network Controller for business



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relationships administration and Global Data Grid for data standardization and interconnection of all business partners. [GT Nexus 2012g] The Network Controller facilitates the recruiting and instantiating of trade and service provider partners. This enables to pull the needed supplier, LSP or financial service provider form a broad base of members of the GT Nexus Community. On a private network, the respective company can legislate roles and permissions of its partners. So, the Network Controller works as a logical layer that legislates, manages and enforces entity relationships of the actual business arrangement in the virtual network. [GT Nexus 2012h] Acquisition of data related to business partners is possible vie the Global Data Grid, which collects and standardizes all important information concerning logistic service providers which again are connected to GT Nexus platform. It also provides data transformation engines and expert systems. [GT Nexus 2012i] RockWise CEMIS This TMS solution is provides by DynaMesh. It provides a means of issuing of Request for Information (RFI) and Request for Quotation (FRQ). Likewise, it creates tender-related documents (TOR), Bill of Quantities (BOQ) and other documents in various formats (MS Word, Excel, PDF, AutoCAD…). It also defines a standard coding system for a Work Breakdown Structure (WBS) of activities, services or bill of materials. [IML 2010] TC Truck&Cargo® TC Truck&Cargo® by TimoCom is a web-based application which provides an overview of free truck capacities or waiting loads. In this system, freight offers and demands of forwarders and carriers are managed centrally. The users are also allowed to place their bids in TC eBid®, which is a platform for transport bids across the Europe, as well as TC Profile®, a European transport list of contacts to carriers and forwarders. (TimoCom 2005-2010a; TimoCom 2005-2010b; TimoCom 2005-2010c) Other examples can be the TMD solution by Interactive Saudi Arabia Ltd. and GMT-Trek! by Freightgate Inc. which enables web-service and conversion of RFP and RFQ documents, exception reporting etc. [Freightgate 1999] TRANS EFE TRANS European Freight Exchange in an internet platform for exchange of information about vehicles and loads available across Europe. It also offers access to transport and shipping company directory. A central issue is the security as well. The financial risk management in compliance with TransRisk index, which is given by punctuality, activity in the Trans exchange etc., serves the goal as much as the credit risk management handling the credit risk of the ordering party or enabling the verification of company data of registered members with the help of VAT and tax reference certificates etc. [Logintrans 2004-2012; Trans 2004-2011a; Trans 2004-2011b]



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3.12. Business Intelligence & Data Warehousing in the T&L domain For the optimization of the global data and information flow, there are many IT solutions provided at the moment. Many of them also support financial and business-related processes. Their common target is to provide the management board with a comprehensive overview of all important business-related information of the respective enterprise for an easier decision making. Business Intelligence (BI) is a subject of many projects and research activities – an example can be IBI (Institut für Business Intelligence) at the Steinbeis Hochschule Berlin whose projects currently run deal with Intelligent Networks and with Business Intelligence Competence Network for employee training. [IBI] A short overview of some of such BI solutions is given below.

Purchase-to-Pay This solution by GT Nexus enables automatic order and payment process for the needs of domestic as well as international business needs. This solution centralises an end-to-end visibility for the respective purchase-to-pay process, while a Digital Document Hub is placed in the centre of the network (which interconnects buyers, banks, agents, suppliers and logistics providers). It facilitates automatic generation of documents from orders under shipment compliance rules while integrating them with logistics service providers and carriers, and it is also suitable for automate multi-bank global payment platform and credit payments, etc. [GT Nexus 2012g] Supply Chain Finance Supply Chain Finance is an automatic invoice discounting and supplier finance cloud supply chain platform provided by GT Nexus. It provides the user with visibility and control of working capital across supply chain. At the centre of the platform, there is a Digital Document Hub, which facilitates communication between byers, banks and suppliers. Its key features are the support of cash-in-advance pre-shipment financing requests to buyers or banks on supplier-accepted orders and discounted invoice post-shipment financing requests to buyers or banks. It also utilizes online finance request reviews and approvals between supplier and buyer. Multi-bank supply chain financing is also supported. [GT Nexus 2012h] ediSales&Marketing ediSales&Marketing is an CRM module provided by CargoWise which belongs to the range of modules within ediEnterprise, a modular set of supply chain solutions based on .Net Windows with an SQL database, including also third-party and fourth-party warehousing, client order management and other solutions. [CargoWise 2010a] ediEnterprise provides an auto-costing system, which communicates online with TACT rates, sale quotation system and other functionalities. [CargoWise 2010b]



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E2 Supply Management E2 Supply Management by E2open is a software suite of on-demand applications for process management (ordering, inventory processes, forecasting) in supply chain networks. It contains a set of KPIs and analytics for decision-support and a business intelligence workbench for the publishing of customized reports. The products within E2 Supply Management include E2 Collaborative Supply Planning, a multi-enterprise platform for forecasting collaboration between buyers, planners and suppliers, including a set of KPIs; main features are the dynamic exception management, any-to-any B2B transformation support, role-based configurable workflows etc. [E2open 2000-2012a], E2 Collaborative Order Management for the synchronization of automated ordering processes in a multi-enterprise network whose main features are exception manager, performance manager and decision support [E2open 2000-2012b], E2 Collaborative Inventory Management which enables implementation of VMI programs and whose main features are, apart from the execution of VMI programs, the calculation of projected inventory positions and potential supply-demand imbalances, and consumption-based replenishment support. [E2open 2000-2012c]

3.13. B2B online platforms B2B platforms serve as an electronic marketplace, usually via the Internet. Here, the ERP systems of individual suppliers communicate with each other, usually with the use of a web-browser or XML. XML protocols support the communication between the central marketplace (web front-end) and suppliers on the one side, and the customers on the other one. In the case of SMEs, the communications runs a web-browser. [Hepp and Schnitzer 2003-2011]



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Figure 8: Design of a B2B market place [Hepp and Schnitzer 2003-2011]

There can be distinguished between horizontal and vertical marketplaces. In case of vertical marketplaces the main target is the accomplishment with specific demands of individual branches (automotive, chemical and other industries). An example of such a vertical marketplace is covisint, which provides industry-specific services for identity management, collaborative portals, data exchange as well as for third-party application marketplace. [Compuware Corporation 2012] Main functions of vertical marketplaces are procurement, SCM, collaborative product development and value-added services such as stock exchange services. Unlike vertical B2B platforms, horizontal marketplaces concentrate on products and services, having no tight connection to a specific branch. Very often they are used by SMEs. Examples of horizontal marketplaces are mondex where a categorized overview of provided services or, more precisely, branches can be found, and trade centre, which provides information related to stock markets. [Betschinger und Glase; NameInvest 2011] The main business models which are enabled by B2B platforms are auctions (sales), stock exchange services and catalogues. Their common feature is that usually their full functionality is provided only to registered users, nevertheless, some of them can also be open for any user or designed for anonymous users. In case of auctions, the main four types are the English auction (an open one), the Dutch auction (not suitable in form of a web-based service due to transfer rate limitations), the Vickrey auction and the High price auction (the two latters differ from each other in terms of the rules which regulate the auction procedures). Stock exchange services (also referred to as matching systems) contain a coordination mechanism for balancing the supply and demand. Here, the option of anonymity is

Customerswith intelligent

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Providerswith intelligent

connection

Market place

Design of a B2B market place

Small and medium sized eterprises (SMEs)

Small and medium sized demands

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very often sought and used. Supplementary services such as solvency checks or payment of bills are usually also supported by matching systems. Finally, the catalogues provide a market place where offers from a wide range of suppliers are merged together and where the ordering process is supported by its automation thanks to the integration to an internal ERP system. Some of the catalogues have the functionality to collect more offers in order to provide volume discount.

Alibaba Alibaba is an example of a B2B platform from China. It focuses on SMEs. It also provides business management software solutions, internet infrastructure services and export-related services. [Alibaba 1999-2012] GXS Main B2B solutions by GXS are designed for transaction message systems, expert operation services, direct integration services and application services. One of the provided services is GXS Managed Services – a cloud-based B2B integration solution. It is offered for the outsourcing of electronic business processes so that a trading community management as well as data centre operations can be accomplished with reduced costs. [GXS 2012a] For transaction messaging, there is a family of solutions which support not only EDI and XML message interchange but also manage data formats such as CAD/CAM diagrams, Point-of-Sale data, and Internet protocols (AS2, AS3, SFTP, FTPS and others). Thanks to the fusion of GXS GmbH with Inovisworks, the solution also encompasses the Value-Added-Network (VAN) by this company. [GXS 2012b] A related service is MFT (Managed File Transfer Service), which is a hosted solution, i.e. there is no need for installation of any MFT-software. [GXS 2012c] For Expert operations there is the GXS Expert℠ Operations system which is a global process component. It encompasses Community Management, production and supportive services, etc. and it also integrates ERP. [GXS 2012d] Another solution suitable for SMEs is Direct-to-Desktop service, which provides a wide range of B2B e-commerce services. It is adaptable to Microsoft Excel and other accounting programs, web forms, etc. [GXS 2012e]

3.14. Middleware platforms for standardized data exchange In pursuit of simplification of all supply chain processes, universal standards in global supply chain are being developed according to which data exchange can be executed on middleware platforms which connect backend information collection systems with superordinate information processing systems. One of the developers is DDEX, a consortium which publishes standards that can be implemented in digital supply chains, especially in the music industry (e.g. message exchange and choreography standards). [DDEX 2012] Another developer is SEDEX (Supplier Ethical Data Exchange) which releases (among others) business integrity standards. [CSR Europe 2008-2012]



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Several examples of those solutions are presented in the following.

RosettaNet RosettaNet is an open, non-profit consortium which aims to develop global supply chain standards to support automation of business processes. [RosettaNet 2012a] The standards based on existing protocols, guidelines and specifications provide a common language for transactions within the global trading network. [RosettaNet 2012b] Examples of the solutions are PIPs® (RosettaNet Partner Interface Processes®, for business process definition; each process belongs to one of seven Clusters such as Marketing Information Management, Manufacturing, Service and Support etc; the PIPs are system-to-system XML-based dialogs), dictionaries (RosettaNet Business Dictionary, RosettaNet Technical Dictionary or RosettaNet Dictionary & Library Model Specification; they simplify e-business by unifying procurement process terminology across companies), Engineering Information Management Foundational Program (technical specification for implementation of EIM business processes based on combination of RosettaNet Automated Enablement and Rosetta Dictionary technologies) or Trading Partner Implementation Requirements. [RosettaNet 2012c] Oracle Fusion Middleware 11g The aim of the whole portfolio of middleware solutions provided by Oracle encompasses various intelligent business applications. They are hot-pluggable (i.e. can be used as “drop & deploy” plug-ins in existing IT environments), support the Eclipse development environment in addition to its own JDeveloper SOA development tool and are compatible with Microsoft.Net and Office. [Oracle a] In the group of products for Integration and Process Management, the following products are worth mentioning: Application Integration Architecture (AIA) Foundation Pack enables to create configurable business processes, which contributes to simplification of cross-application business processes. AIA is based on SOA (Service Oriented Architecture). BPEL Process Manager provides an end-to-end infrastructure for management of BPEL business processes. Complex Event Processing (CEP) is a solution for building applications which serve for real-time filtering, processing and correlating of events. It is built on ANSI SQL, Java and other industry standards. CEP is a component of SOA Suite and EDA Suite. Also, there exist further products by Oracle for the deployment and management of SOAs and for collaboration between business and IT to automate business processes, respectively. [Oracle b] eF3 The eF3 solution designs and deploys standardized data model that supports an automated supply chain (where all trading partners are integrated into a common database using standardized data messages such as EDI or XML and standardized communication protocols – FTP, AS2,…). The supply chain data is maintained in the Automatic Supply Chain Operational Data Store (ODS). Here, manual data entry is



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eliminated so that only a single version of data exists. One of the components of the eF3 Automated Supply Chain solution is the Automated Booking System (ABS). It can be used for (automatic) cost routing and the search of a carrier with the lowest costs and for submission of the searched carrier then. [eF3 Systems 2008] EXceedTM EXceed is a Supply Chain Execution Solution (SCE). It is a multi-agent-based supply chain process management product suite for the level and speed of fulfilment improvement. [PR Newswire Europe 2012]

3.15. Diagnostic systems for KPI measurement With growing complexity and shortening times of all activities along the whole supply chain, the visibility of the supply chain processes, the measurement of KPIs as well as the diagnosis and optimization of global material and information flows becomes a frequently tackled issue. To the key diagnostic activities belong benchmarking and analysis. The most frequent KPIs are total supply chain cost, cash-to-cash cycle time, i.e. the time operating capital cannot is unavailable, and stock turnover. [Vital Enterprises 2003] As the whole supply chain encompasses a wide range of processes with different providers and enterprises dedicated to those activities, the KPIs can be grouped in accordance with the nature or subjects of those processes. Procurement and supplier management KPIs may be cost of purchasing as a percentage of gross sales or average variable cost of placing order, while for inventory management and forecasting indicators such as average inventory value, stock turnover and others are of interest, to name only some examples. [Benchmarking Success] Some IT solutions for this area are presented in the following.

In-Transit Visibility This is a cloud solution provided by GT Nexus. Its main features facilitate to visualize the flow of orders and shipments through supply chain, dynamic EDA for prediction of arrival times based on in-transit supply chain events, exception dashboard for tracking irregularities, e-mail alerts for assessment of in-transit and production delays, late shipment arrivals, and other features. [GT Nexus 2012b] Supply Chain Intelligence Being another solution by GT Nexus, Supply Chain Intelligence enables to carry out on-demand supply chain analyses based on metrics and KPIs. It also facilitates the issue of (customized) reports, shows scorecards and dashboards. Supply Chain Intelligence provides the possibility to access and assess the impact of shortfalls and successes down to the bottom line. [GT Nexus 2012c] Landed Cost Visibility



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GT Nexus Supply Chain Visibility provides detailed cost visibility across all trade partners. It also enables to allocate costs to SKU items and to carry out an analysis of landed cost metrics for given items across shipments or to compare actual costs to target, while identifying exceptions, e.g. per shipment or per SKU. [GT Nexus 2012d] Another solution by GT Nexus offers document-sharing and document management, e.g. in the form of attachments and sharing of trade and logistics documents in the Cloud, linkage of supply chain documents to orders, shipments, bookings etc. [GT Nexus 2012e]

Other solution of GT Nexus are aimed at supplier management (Scan and Pack solution for preparing, scanning and verifying and updating labels and packaging lists and Purchase to Pay which has been described in the section about ‘Business Intelligence & Data Warehouse’ already. Moreover, there exist solutions for transportation sourcing and execution as well as for freight procurement, contract management and other processes. [GT Nexus 2012f]

3.16. Cloud computing in the T&L domain The main idea of cloud computing, e.g. the use of customized solutions and IT technologies provided dynamically in abstract IT infrastructures (a cloud), be it in form of an Infrastructure-as-a-Service (IaaS), Platform-as-a-Service (PaaS) or Software-as-a-Service (SaaS), is applied in logistics with a still growing tendency. Another of the used term is multi-tenant architecture, which is a shared platform where all users operate a single software instance. The main benefit for the users is that they always work with consistent and permission-based data. This is a vital prerequisite for the cloud collaboration and environment improvement. In this part, some illustrative projects in the field of cloud computing in logistics will be presented.

Logistics Mall Logistics Mall is a research project which has been conducted at Fraunhofer-Institut für Materialfluss und Logistik (IML) and Fraunhofer-Institut für Software- und Systemtechnik (ISST) as a part of the so-called ‘Fraunhofer-Innovationscluster Cloud Computing für Logistik’ since 2009. The project was presented for the first time at the logistics trade fair LogiMAT 2010 in Stuttgart, Germany. The solution of this project shall be a virtual ‘shop’ where supply of and demand for IT supportive solutions for logistics meet each other while they can be subsequently used online. Moreover, the particular solutions could be customized with respect to requirements of every single user. Furthermore, the Logistics Mall is to be able to manage and combine different physical services such as material flow and transport of goods, packaging etc. [Fraunhofer Innovationscluster] The operator of Logistics Mall is responsible for design and provision of all tools of the platform. The complete visualisation substitutes costly server infrastructure. It is an example of a SaaS (Software-as-a-Service) solution. User scenarios are mobile



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logistics and temporary quality assurance (e.g. ambulatory cameras, RFID sensor systems). [Fraunhofer Innovationscluster 2010] Logistics Mall is based on Web 2.0 technology. Services and information cannot only be requested in the Mall Marketplace (MMP) but they can also be orchestrated and provided, both by IT designers and by customers when equipped with necessary tools. The function is similar to a virtual (online) store since the acquisition of ordered services is accomplished via a customized portal, a so-called Customized Access Framework (CAF). Transaction safety and dynamic coupling are controlled by an orchestration engine which encompasses mechanisms for checks and controls. [Fraunhofer-Innovationscluster 2011] GT Nexus As has been explained earlier already, GT Nexus provides a cloud-based collaboration platform for supply chain processes for a wide range of business branches. The solution by GT Nexus combines three inter-locking technology components: business-to-business software applications for automatic global trade and logistic processes, Network Controller for business relationships administration and Global Data Grid for data standardization and interconnection of all business partners. [GT Nexus 2012g] Since the solution has been presented among ‘Tender management systems and collaboration platforms’ earlier, it is not going to be deeply elaborated upon once again. On-Demand TMS® On-Demand TMS® is an SaaS transportation management system for operative planning as well as for management of strategic procurement events provided by LeanLogistics. The users gain access to the LeanLogistics Transportation Network where further functionalities like appointment scheduling, supplier inbound management etc. are available. The main features are benchmarking of supply chain technologies and scalability, apart from the adaptation of new technologies. [LeanLogistics 2012]



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4. Assignment of existing solutions to the framework of the analysis After having examined and analysed a multitude of diverse systems, ranging from large complete solution packages like ERP and SCMS over solution packages for section with in the domain like TMS and WMS to dedicated solutions for individual special solutions, their assignment to the framework of this analysis follows next. As has been explained earlier, the FInest project employs a process-focused approach for documenting particular domain activities and segments a logistics process into four distinct activities, i.e. sales and marketing, planning, execution and completion of the service. Moreover, the generic requirements identified and elaborated in Deliverable D1.3 refer to the following four topics: planning, resource management, monitoring and visibility and collaboration. In the following, the examined solutions are to be assigned to the four phases and to the four major generic requirements of the transport and logistics domain.

Figure 9: Assignment of existing ICT solutions to the framework of the analysis

In the requirement category of planning, TMS are assigned to the phases of planning, execution and completion due to the systems’ coverage of functionalities in these three phases, ranging from transport planning issues over execution monitoring to KPI measurement and analysis after the transport processes. Contrarily, systems for handling embargo goods are situated as part of both the marketing and the planning phase since it necessary to clarify all regulations and requirements prior to a safe, secure, smooth and error-free actual shipment of goods.



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In the same category, systems for the handling of customs and trade affairs are assigned to the phases of planning and execution as they are part of the transport planning process and need to be monitored and addressed during the real transport process as well. Tender management systems are used for the attraction of businesses and therefore classified as part of the marketing phase. With regard to the category of resource management, TMS and WMS as well as terminal software for ports and airports aim at the efficient provision and utilization of resources. These steps need to be planned to the actual use and to be monitored during execution. Merely, the resources managed in the different systems may vary, the goals, however, strongly resemble each other. Concerning the requirement category of monitoring & visibility, data from Business Intelligence and Data Warehousing solutions can be used in each of the phases for the purpose of monitoring and control. For instance, data can be retrieved from large data warehouses for the well-directed selection of partners, the careful planning of resources and capacities, the on-time monitoring of possible deviations from a given plan and the analysis and evaluation of significant KPIs in the aftermath of the actual process. Diagnostic systems are used in the phases of planning and execution of processes as they often provide a measurable goal and measure the actual result for a later comparison with the predetermined goal. Especially, the measurement of KPIs and the diagnosis of problems and optimization of concerned areas belong to the range of such systems. Similarly, security-related ICT systems are allotted to the phases of planning, execution, and completion as they address issues which need to be considered in the planning of a supply chain, to be monitored during the real transport and kept track of for documentation and re-traceability reasons. The requirement category of collaboration contains middleware platforms for standardized data exchange as they connect backend sensors and other devices with superordinate systems which are to integrate and utilize the data from these systems in their very own processes. By this, different parties can contribute different pieces of data for a better end-to-end supply chain visibility, for example. Likewise, tender management systems serve the goal of collaboration in the phase of marketing and sales because they connect different parties and match supply and demand in this way. Moreover, the core and additional functionalities of both WMS and TMS aim at collaboration in the phases of planning, execution, and completion as they interconnect different parties of a supply chain by requiring input data for own processes from other parties and passing on output data to other parties for further processing.



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All four categories, i.e. planning, resource management, monitoring & visibility and collaboration, are covered by the following three types of systems: ERP systems, SCMS and B2B platforms. ERP do not only play a vital role in the planning activities of a company and of a supply chain, but – as the name says – also in the resource management issues. Due to its increasing range of functionality, it also supports features that address the requirement categories of monitoring & visibility and collaboration. ERP solutions are assigned to three of the four phases, but have increasingly started to cover the phase of marketing and sales by means of solutions like CRM. Due to its holistic character, Supply Chain Management Systems are said to cover all categories of generic requirements and stretch over the four phases of marketing, planning, execution and completion. Due to its heterogeneous character, any of the four phases of a transport process can be supported by B2B online platforms which thus are also assigned to the categories of collaboration, planning, and monitoring & visibility. To draw a conclusion, a mapping of the existing solutions in the framework of the analysis, i.e. in accordance with the four phases of a transport process and with the generic requirements of the domain, has been presented. It shows a wide variety of heterogeneous solutions which cover very different phases of the process and serve diverse requirements and goals. However, to comprehend the meaning of the assignment of solutions to the framework of the analysis fully, the trends currently characterizing both the ICT world and the transport and logistics domain have to be considered as well.



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5. Trends in the ICT landscape of the T&L domain The primary research questions of logistics relate to the configuration, organization, management or control of networks and their object flows in order to enable progress of both economic performance and the pursuit of social objectives in a balanced and sustainable manner. [BVL 2012, p. 11] Therefore, the focus of the document has been laid on software solutions and tools supporting such tasks of adequate planning and forecasting as well as operative control and support along the entire supply chain processes. A significant emphasis has been laid on ERP systems, WMS and TMS solutions as well as systems covering the entire supply chain, i.e. SCMS. There is hardly a field within the domain that has the prospect of remaining without ICT support. After the 2008 crisis and with the slow, but steady improvement of the economic situation throughout large parts of Europe, the logistics industry managed to recover during the course of 2009 and has recorded a growth in sales by approx. 10% per annum in the past few years. So, as full recovery and even further growth appears to be underway, the domain faces new challenges and trends that it has to cope with. Not only does Europe have to face the challenges from on-going globalization, but also need to tackle universal topics like demographic shift towards an ageing population, climate change and the related need for sustainability and resource efficiency. Current research centre on the three major mega-trends in the transport and logistics domain: the efficient use of resources, secure supply of urban systems and the preservation of individuality. [BVL 2012, p. 11] Being vital in today's economy and society, the need for an efficient use of energy and resources results in limited absorptive capacity of eco-systems and a rising scarcity of raw materials and, thus, in a forceful urge to sustainability in all business processes. Therefore, environmental and resource-efficient concepts are to be developed and to be applied all along the supply chains, from the production of raw materials and processing over purchasing, procurement and production to storage, distribution and even reverse logistics including re-collection or disposal. Such concepts aim at the full recovery of natural resources and maximum saving of nature and environment in general and of fossil energy and resources in particular. In addition, new solutions should be presented revealing the ecological effects of logistics decisions and processes and transforming them measurable according to the costs' actual origin and reason. [BVL 2012, p. 12] Resulting from the demographic change towards an ageing population in Europe, the safeguarding of the supply of urban systems is another mega-trend undergoing the transport and logistics domain. Along with the fact that the majority of world’s population lives in urban agglomerations for the first time in mankind’s history, new requirements for sustainable and secure urban supply play a decisive role in securing the very high life standard in Europe and of the Europeans in the future. New kinds of mobility needs and new demands for novel and appropriate care service concepts



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belong to these requirements as much as a secure and reliable supply of the required goods including trustworthy foodstuffs and effective medicine does. Both for passenger and freight transportation, significant increases are predicted throughout research studies and market forecasts. Hence, a significant increase of traffic and burdening of already overstrained infrastructure as well as pertaining congestion and noise and air pollution in urbanized regions remain to be areas of urgent need for countermeasures. However, restrictions like environmental zones, limited access to city centres and tolls for trucking companies, forwarders and logistics service providers may lead to serious consequences as well. Moreover, urban agglomerations suffer from high and fatal consumption of resources and enormous waste of space as a consequence of further urbanization trends. Therefore, both technical and organizational solutions and concepts are desperately needed for the secure and reliable supply of urban systems in the long run and for the efficient and individual supply of inhabitants of such urban systems with the required goods. [BVL 2012, p. 12] Development opportunities and the dynamic adaptability of consumption patterns according to a variety of different lifestyles are demanded by a globalized and pluralistic society nowadays, thus the preservation of individuality presents another massive challenge for logistics. Customers change their purchase behaviour constantly requiring products, services and information tailored to their very own needs, so providers of goods and services have to adapt to such developments accordingly and swiftly. The preservation of individuality forms a mega-trend with far-reaching consequences and an impact on the organizational setting, the strategic design of transport and logistics networks and the operative control of related processes. [BVL 2012, p. 12; Krupp et al. 2010, p. 17, 18] Apart from these mega-trends, the domain faces continuous globalization with several sub-trends like in- and outsourcing, localization, offshoring, to mention some of them. Moreover, changes in customer behaviour like individualized lifestyles, shorter product lifecycles and even shorter times-to-market accompanied by a high degree of dynamics in the business are noticeable. Besides globalization, major change drivers are customer orientation, new forms and patterns of labour division, resource availability, and innovations in information and communication technologies. [LogPrax 2007, p. 14, 15] Derived from the mega-trends, change drivers and further on-going developments in the domain, the current situation is to overcome and to be solved by creating a set of new and innovative approaches. It is the task of logistics in general and of ICT providers in particular to address the above-mentioned changes and shifts with the adoption of innovative technologies and the application of new solutions. According to several studies, current trends in the ICT sector point at the same direction mentioning the following key terms [BVL 2012, p. 12, 30-33; LogPrax 2011, p. 16-19, 110]:

• Web Service Proliferation: Both attracting new businesses and conducting them will progressively foot on the internet and its future prospects, such as the



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Internet of Contents (IoC), the Internet of Services (IoS), and the Internet of Things (IoT).

• Cloud Computing: IT infrastructure, processing power and software will be outsourced onto decentralized servers in the web, allowing new business models to evolve.

• Next Generation Analytics: Analysis and evaluation of corporate data will base on novel methods of processing analysis, and evaluation and enable a timely presentation of market developments and business forecasts, for instance.

• Ubiquitous Computing: Continuing a trend triggered by the implementation of RFID tags already some years ago, everyday objects will able to link to and to communicate with each other.

• Context-Aware Computing: User interaction will be renewed in the way that easier handling of IT systems and more intuitive interfaces are achieved.

• Mobile Applications and Media Tablets: Increasingly powerful and efficient mobile devices will be held eligible for industrial applications and, therefore, move into limelight of manufacturers and service providers.

Moreover, major areas have been mentioned in various studies in which the transport and logistics domain can profit from the implementation and use of new technologies and software solutions. To these belongs the network simulation which maps the planning, the business processes and the flows of information and material and, thereby, allows users and enterprises to design, evaluate and control large networks. With the aim of autonomous behaviour in predetermined networks and carrying out specific tasks, software agents are used for the building of intelligent agent systems which again contain company-specific information for coordination purposes and aspire to autonomous negotiation and decision-making with one another. Likewise, interoperability of software systems is a major prerequisite for future business in the domain since it allows the utilization of various different software applications and the exchange of data and information between them. Service-oriented architectures are the basis for safeguarding such interoperability, enabling adaptive, flexible and needs-based provision of software services. Another technological aspect to be mentioned in this context is the so-called sensor fusion containing RFID tags with a video cameras and variety of more and more powerful sensors in order to allow reliable identification of objects and tracking of their status changes, e.g. their movements With the provision of such information, ideally in real time, new forms of planning and control are opened up. [BVL 2012, p. 30; LogPrax 2007, p. 15, 16, 21; LogPrax 2008, p. 41, 131, 132; LogPrax 2011, p. 110] Another term with a bright future prospect is ‘Big Data’, a term applied to data sets whose size is beyond the ability of commonly used software tools to capture, manage, and process the data within a tolerable elapsed time. To be able to apply analysis on such Big Data and within tolerable elapsed time exceptional technologies are being used including massively parallel processing (MPP) databases, data mining grids,



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distributed file systems, distributed databases, cloud computing platforms, and scalable storage systems. Many Big Data solutions from vendors apply and extend Hadoop – an open-source framework that allows for the distributed processing of large data sets across clusters of computers using a simple programming model. It is designed to scale up from single servers to thousands of machines, each offering local computation and storage. Well-known solutions coping with Big Data are IBM InfoSphere BigInsight - a Hadoop based technology, Microsoft SQL Server with Hadoop and StreamInsight, SAP HANA and Oracle Big Data. Big Data is often described in spanning three dimensions: Volume, Velocity and Variety. Volume means that Big Data comes in one size: large. Enterprises are awash with data, easily amassing terabytes and even petabytes of information. Velocity stands for the necessity of having to be used as it is streaming into the enterprise in order to maximize its value to the business, since Big Data is time-sensitive in many cases. Variety says that Big Data extends beyond structured data, including unstructured data of all varieties: text, audio, video, click streams, log files and more. With regard to the developments of ICT applied in the transport and logistics domain, there are several further trends to be mentioned and explained. Many of the generic requirements mentioned above are represented among the topics to follow as well. Nowadays, companies from the transport and logistics domain and those executing logistics processes are part of several supply chains and need to plan and control their processes and material and information flows in complex networks with constantly changing actors therein. They need to synchronize their internal with their external supply chain and thereby reduce the gap between the both. Moreover, such companies have to comply with regulations and rules addressing issues of sustainability and environmental protection and put these into action. From an ICT perspective, integrated management support by Business Intelligence solutions and decentralized service-oriented system architectures for supply chain networks form a major solution approach to tackle these challenges faced. As has been briefly mentioned earlier, web services and cloud computing as well as an IT-based management system for the coordination and control of changing supply chain actors belong to further facets of a solution package to current problems. Dedicated solutions regarding the management of resources and emissions are another part of novel ICT solutions directed at today’s problems. Major requirements towards ICT in logistics in the future will be related to more precise forecasting and scheduling methods and modern identification tools for a better planning and control of processes, more robust systems able to cope with deviations and emergencies automatically, effectively and efficiently and the increase of interoperability of different systems in use. Further, customized and flexible on-demand solutions with pay-per-use billing schemes are sought. [BVL 2012, p. 30, 33; Krupp et al. 2010, p. 17, 18; LogPrax 2011, p. 112]



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Another development vision common to ICT providers and logistics actors is the creation of a so-called logistics assistance system, providing those persons responsible for designing, planning and controlling large supply chain networks with a powerful tool for decision-support which again has covered several layers of a process view and has integrated solutions to the a majority of today’s challenges. Typical of such logistics assistance systems are their capability of tracking goods flows, optimizing logistics processes according to predetermined KPIs, automated identification of events and initiation of adequate measures, and the real-time visualization and control of network conditions. [LogPrax 2007, p. 16, 17] However, for future logistics applications, several new ICT features will be required. An exact positioning of logistics objects beyond GPS-based outdoor positioning belongs to these requirements as much as a permanent monitoring of events and process progresses and a detailed mapping of processes and structures do. In addition, novel and optimized algorithms for planning, disposition and control will be demanded as well as provision of real-time information and their propagation in the network. Last but not at all least, issues of data security and privacy will play a crucial role in the deployment of innovative, possibly web-based solutions for logistics operations in companies and entire supply chains. [LogPrax 2007, p. 16-18] Another part of the increasing importance of decision-support systems refer to the utilization of existing knowledge of the past in order to lift the quality of decision even further. Learning concepts like case-based reasoning serve the goal of profiting from historical data and information. Same applied to the regular or even constant check of decision criteria with regard to validity and timeliness, e.g. by comparing the old circumstances with current ones or by evaluating the degree of correctness of a certain measure in the past. Both economic and technical reasons add to the trend of a convergence between ERP systems and TMS, WMS and SCMS solutions towards each other is obviously evident, as has been indicated earlier. Not least because of increasing demands of customers for integrated functionalities and a series of mergers and acquisitions among providers, ERP vendors have turned to SCMS vendors and vice versa. In addition, traditional ERP providers have extended their functional scope in order to be able to approach larger target groups and to offer more solutions in one package. Same applies to vendors of TMS, WMS and SCMS who have expanded their functionalities towards each other’s and ERP systems’ features and thereby intended to cover larger parts of the processes in a supply chain. Apart from the business amplification effect, the one-system solution helps to avoid interfaces between the many different modules covering single functions and, thus, reduces the urgent need for standardization of interfaces. With the help of service-oriented architectures (SOA), flexibility in the integration of heterogeneous SCMS solutions into existing ERP systems can be safeguarded. [BVL 2012, p. 28, 29; LogPrax 2007, p. 23, 36; LogPrax 2008, p. 132; LogPrax 2011, p. 34]



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As has been explained in a former part of this document, cloud computing is penetrating all areas of ICT systems, thus ICT solutions in the transport and logistics domain. In times of digital natives taking over seats in middle and even top management positions, ICT solutions designed for the support of business and process control should exhibit features of social media and social networks like LinkedIn or Facebook in order to exploit their advantages, like the ease of use, its display of the profiles and performance offers as well as its high marketability. No longer being confined to a rigid infrastructure and determined devices and places, ubiquitous access to business data and the transition of end devices to mere presentation tools allow the users to use the required services in a dynamic, individual and modular manner, to increase responsiveness to changes and to enhance business in general. Cloud concepts facilitate an unlimited scalability and flexibility of applications, a significant increase in both security and IT service quality, a cost-cut with regard to overhead costs, a reduction of IT complexity and a higher transparency in terms of costs and benefits of infrastructure use. Moreover, cloud concepts transform fixed costs of hardware, licenses and human resources into variable costs occurring on call and actual use only. In this way, costs of information technology in a business enterprise can be reduced. By transferring the information systems and the related into the cloud, global supply chains are facilitated a just and equal access to the information required for conducting business. Furthermore, it opens up new ways of collaboration in supply chains with partners from all over the world in a swift and timely manner. Such cloud supply chains are a representation of the reality in the world of bits and bytes, lifting all supply chain partners onto the same information level by bringing to transparency about both processes and related statuses. With the help of the cloud-based logistics platform, the supply chain partners do not only receive information about events in the supply chain, but also get alerted about necessary countermeasures and actions in case of deviations and emergency. Even continuous event monitoring, spot contracting and immediate re-planning of transports is envisioned and enabled by means of such a cloud platform. Eventually, intelligent web technologies and a set of adequate services allow quick decision-making on the basis of profound data and reliable information while using energy and resources efficiently. However, major prerequisites for an implementation as the standard cloud-based logistics platform and for resounding success are its openness to all sorts of different systems and solutions of the domain and its integration of existing large and highly heterogeneous user communities. Possibly, even an administration and control of global supply chains in a paperless manner, or at least requiring less paper, is conceivable and achievable. [BVL 2012, p. 32, 35; LogPrax 2011, p. 16-19, 21, 22, 26, 27, 31-33, 113] Along with cloud computing initiatives, the major trend towards service-oriented architectures (SOA) undergoes the ICT solutions employed in transport and logistics.



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SOA and web services gain importance and prevalence in the field of IT integration. SOA is to provide a supply chain network with all logistics services of a company via the network in an automated and transparent manner and, by this, ensuring the integration requirement in the design of IT processes. Based on a domain-specific model and pre-defined objects and their interrelations in the given domain, services are able to communicate and jointly represent the business logic in the form of reusable and loosely coupled services. Web services are a technical form of realization of such services. The ultimate goal with regard to the domain is the safeguarding of the general capability of integration, collaboration and being flexible. This again leads to a virtual platform no longer offering complete modules or even packages, but small-scale solutions and program modules with limited functionality and enabling users to compose a solution package perfectly fitting their very own needs. The complexity and dynamics of today’s and even more tomorrow’s supply chains can no longer be covered by conventional ERP or SCMS solutions. So, dedicated solutions consisting of many special functions for the many diverse issues and challenges have to be assembled in a customized way. With the help of SOA, such an approach is possible since it allows the integration of specialized systems into existing infrastructure without problems concerning the exchange of data and information. [LogPrax 2007, p. 39-42, 124; LogPrax 2010, p. 108-110; LogPrax 2011, p. 19, 35, 36] Questions of interface management and standardization and enterprise application integration are also related to the transition trend towards SOA. Regarding interfaces, the lack of standards is a major issue still to be solved in the future as it acts as both an obstacle for seamless interoperability of the systems in current use and as an innovation barrier for novel ICT solutions in the domain. Based on the interdisciplinary and often international character of supply chains with their multiple layers, system integration and the management of interfaces has taken up such a renowned and important role since it has to cope with a multitude of physical and logical interfaces in a logistics chain and oftentimes requires proactive information flow for the purposes of cost and time savings. Several approaches used to be recommended in dealing with interfaces, comprising avoidance or at least reduction of interfaces as the classic alternative. As has been mentioned earlier, this is one of the drivers behind the convergence of ERP systems with TMS, WMS and SCMS solutions. The former trend towards monolithic complete packages is attributed to this motivation. Lately, three novel goals have been adopted when dealing with interfaces: the standardization of interfaces, the integration of additional systems for data exchange between the systems and the configuration of data exchange across systems already in the systems’ architectural conception. Standardization promises a high cost savings potential for all systems involved, but is limited to a certain amount of interfaces. EAI concepts serve the second goal, replacing various bilateral point-to-point connections with a star concept centering an EAI instance which all heterogeneous systems in an enterprise can connect to. Yet, EAI systems do not support real-time applications with links to subordinate controls.



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The future trend clearly points at the implementation of data exchange configurations in the system architecture, leading to mediate interfaces, collaboration and direct information exchange in the medium run and ultimately to the disappearance of monolithic systems. [BVL 2012, p. 30, 31; LogPrax 2007, p. 21, 36-38; LogPrax 2008, p. 138] Related to cloud concepts, SOA and interfaces is the topic of data security and privacy. Apart from concerns regarding the availability of services in the cloud, worries predominantly refer to security and privacy issues. Besides firewalls and other elements of classical security architecture, preventive measures against external threats have to be examined and checked on accuracy, effectiveness and efficiency. In addition, a comprehensive Information Leak Prevention strategy is to be pursued when engaging in cloud-based business environments. Moreover, the question of the physical location of the servers on which the company data is saved remains a vital one due to the same security and privacy aspects. [BVL 2012, p. 30, 33; LogPrax 2008, p. 52; LogPrax 2011, p. 18] Another major trend refers to the need for centralized platforms enabling collaboration as well as availability and transparency of information and ensuring flexibility and scalability. Collaborative forecasting, planning and control in logistics networks form a major challenge in supply chain management these days. Especially members of globally dispersed supply chains require such a central platform solution securing accessibility for the respective partners to all relevant information needed to carry out his tasks perfectly. For the purpose of transparency about processes and events, several single functionalities are to be provided in a consolidated manner, including applications ranging from ERP suites over TMS and WMS features to tracking & tracing solutions. Since they promised a uniform global information system using up-to-date data, especially open-source and open-technology web platforms offered by major ICT companies have been considered as the future solution in the past. However, a one comprehensive solution package leading to a dependency of single vendors has turned to be pure utopia. The general trend still persists though. Higher demands for security and re-traceability are to be represented in the related ICT systems as well. For instance, a centralized solution facilitating global accessibility and a worldwide flow of information between consignors, forwarders, carriers, LSPs, agents and public authorities is being aspired for the handling of topics like customs and trade affairs. Such platforms need to be more than a mere collection of different functionalities, but be designed for the respective field(s) of application according to a deep knowledge of both the organization and the processes. [LogPrax 2007, p. 14, 23, 24, 121, 124; LogPrax 2008, p. 44, 46, 136, 137; LogPrax 2010, p. 38, 43; LogPrax 2011, p. 21, 112] Suffering from a largely opacity of the supply chain and related processes, current domain actors claim their need for an end-to-end supply chain visibility. Basically, two



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problems lead to the lack of visibility: Either there is no data available or accessible or there exists far too much of the highly dispersed data to handle them in an effective and efficient manner. While the earlier needs a higher degree of integration of partners and systems in order to gain information on statuses of events and progress of processes, the latter does exhibit a representation of many processes and of the entire supply chain in IT systems but without a consolidated and summarized view on the data. Formerly, a comprehensive ERP system was considered as appropriate to deal with complex global supply chains, to collect and process business data and to manage deviations. Recently, the view has changed though as large ERP alone are not seen as sufficient with the complexity of current and future business networks since they lack flexibility and scalability to cope with today’s dynamics and complexity in the domain. So, a single system to cover all processes in a supply chain with a centralized control will not be able to represent all processes in an adequate depth and plurality. However, a purely web-based composition of dedicated solutions may support the aspiration for a full visibility throughout the supply chain since it incorporates simple web forms for easy data entries and various diverse commercial solutions from the web in order to monitor different events occurring in the supply chain in real time. With the alerts on and information about such events, suitable measures to handle deviations and to cope with emergencies can be initiated as early as possible. Monitoring such events requires additional information sources, e.g. novel RFID transponders or above-mentioned sensor fusion. With the aid of higher visibility and transparency, a rise in resource efficiency is to be achieved as much as the tracing of savings potentials. Exemplarily, visibility helps to attain sustainability by avoiding special deliveries and detecting and removing unnecessary transports and further superfluous processes. [LogPrax 2007, p. 120-124; LogPrax 2008, p. 28, 29, 38, 138; LogPrax 2010, p. 108-110; LogPrax 2011, p. 114] In times of terrorism, piracy, smuggling and theft in sourcing and distribution networks, supply chain security represents a significant topic of the future. But supply chain security also refers to aspects like robustness, cost efficiency and corporate social responsibility. Facing rising wages all over the world, increasing oil prices and ever changing import quota regulations, supply chain managers need to reduce costs in order to keep his profit margins stable or even rising. Likewise, he is to minimize the capital bound in supply chains, more precisely in warehouses along the chain, for ensuring the fulfilment of service level agreements (SLA). Having to meet on-time delivery promises in spite of possible difficulties in the fulfilment of transport service obligations is another imperative imposed on supply chain managers. Also, supply chain managers have to introduce technology and best-practice solutions for the improvement of processes and the creation of competitive advantages. Eventually, supply chain managers have to comply with a series of rules and regulations addressing a broad range of topics including CSR, sustainability and environmental protection, product safety and security as well as human rights and ethical matters.



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Additionally, increasingly complex customs regulation aims at securing supply chains and related import and export operations. Acronyms and terms like AEO, ATLAS, C-TPAT, EMCS, ISF, NCTS and CSI from the European Union and the United States of America have been elaborated upon earlier and, thus, are not going to be repeated once again. [LogPrax 2008, p. 134-138; LogPrax 2008, p. 39, 41, 43, 45; LogPrax 2011, p. 119, 120] Ultimately, green logistics is another term present in future prospects of the transport and logistics domain. From a large discussion and a huge variety of recommended strategies and actions, several ones of major relevance are to be presented here. Software systems are to be utilized for the purpose of ecological accounting, e.g. for the calculation of energy and resource consumption, CO2 emissions, and carbon footprints of transport and logistics processes. With systems for supply chain execution and control, delivery channels can be optimized, shipments consolidated as well as additional runs and empty runs circumvented. So, efficiency gains based on ICT support can help to contribute to the pursuit of green logistics. Same applies to better visibility which could help to utilize above-mentioned potentials and thereby realize sustainability on an operational basis. By means of ICT support, environmental and sustainability factors can be used for and included into decisions regarding the supply chain network and logistics processes such as procurement decisions or the selection of carriers. Besides, novel ICT solutions based on data and information of higher quantity and quality may contribute to optimized route planning, routing and stowage planning. For instance, virtual marketplaces could be able to consolidate a forwarder’s freight from different consignors and thereby increase his truck utilization. Eventually, a growing number of regulations and guidelines refer to environment protection and sustainability and their ICT-based enforcement. [LogPrax 2008, p. 27-32, 138]



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6. Next steps Based on the results of the analysis in this document, the next step will be use the finding of this analysis for the business assessment of technological solutions and the ensuring of appropriateness of the aspired solutions in the technical work packages. The business assessment of technological solutions is the core topic of the Deliverable D1.5. By this, the value of the envisioned technological solutions can be reviewed and assessed in a more profound manner since a comparison with existing solutions and an identification of the progress in terms of technological development and the aspired radical business improvement are possible. In addition, the findings of this analysis can be utilized in the initial experimentation specification and evaluation methodologies for selected use case scenarios which is addressed by the Deliverable D2.4.



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