The Modality system from a TMS and TOS perspective
The processes in inland container logistics can be functionally divided into two domains:

TMS – focused on transport flows and administrative processing
TOS – focused on terminal management and operational execution

Within Modality, both domains are integrated components of a single architecture. In the paragraphs below, we will outline which functionalities are associated with each domain.

TMS functionalities within Modality
The TMS functionalities within Modality support the transport process from order entry to invoicing. The system digitises order processing, planning and administrative tasks, reduces the need for manual data entry and provides real-time visibility into the progress of transport, allowing for proactive operational control in these areas.

Order entry and data processing
Customer orders can be automatically registered via EDI and API interfaces, through OCR recognition of PDF documents or via the client portal. The submitted order data forms the foundation for subsequent planning and administrative processes.

Order data can be enriched with external information, such as real-time vessel data or status updates. As a result, the planning department has accurate and up-to-date information at its disposal. The Modality Customer Service Monitor provides a clear overview, so that high-priority orders can be better managed and any missing data can be identified.

Customer Service Monitor Modality

Transport planning
The Modality system supports planning across all modes of transport: container transport by barge, rail and truck. Among other things, the system can be used to:

• Optimise planning through algorithms
• Monitor transport progress in real time via our mobile apps (barge app, truck app)
• Gain direct access to signed documents, including the e-CMR

Furthermore, Modality allows users to directly send pre-notifications to deepsea terminals via EDI for the delivery and/or collection of containers.

Rates and invoicing
The Modality system streamlines both sales invoicing and the verification of purchase invoices. Revenue lines are automatically generated for each shipment; they are based on sales rates and can easily be converted into invoices. Furthermore, invoices can be automatically generated according to customer preferences (per booking, per trip, monthly, etc.). When generating and sending invoices, recognised E-invoicing standards (ZUGFeRD, Peppol, UBL, Invoic) are supported.

When the purchase rates from the various carriers are entered into the system, the Modality system links these rates to the various planned/executed transports. This allows for a high degree of automation in the purchasing verification for outsourced transport.

TOS functionalities within Modality
The TOS functionalities within Modality support the management, registration and optimisation of terminal processes. The system helps digitise daily terminal operations, reduces unnecessary handling operations and minimises dependence on individual working methods.

Our TOS functionalities can be grouped into the following categories:

Yard and stack Management
The Modality system provides a graphical overview of the terminal, displaying container positions, stack layouts and available capacity in real time. Container movements are registered immediately, ensuring a continuously up-to-date overview of the terminal inventory.

Key features include:

• Efficient planning of loading and unloading sequences
• Minimising unnecessary handling operations
• Optimising the use of available stack space
• Real-time visibility into current container status

In addition, the system allows for the use of predefined stacking rules. Based on these rules, containers automatically receive a stack advice, taking into account factors such as destination, loading sequence and container type.

By incorporating these rules in the system, a consistent operational approach is established. As a result, the stack layout becomes less dependent on individual decisions and is better geared to planned transport movements.

The Modality system supports yard and stack management

Gate control and access
Incoming and outgoing landside movements are digitally recorded through the Gate Control module. Combined with OCR software, trucks and containers are automatically recognised and processed within the Modality system.

Key features include:

• Automatic registration of ‘Gate-in’ and ‘Gate-out’ statuses
• Recognition of license plates, chassis numbers and container numbers through OCR
• Verification of expected truck/container combinations
• Automatic opening of barriers or speed gates after successful registration

In addition to OCR solutions, self-service kiosks can be integrated with the Gate Control module. Drivers can independently register their arrival and indicate whether they are delivering or collecting a container. The system verifies the booking and automatically enriches the data based on the available order information.

Operational support via terminal applications
Loading and unloading activities are supported through specific applications for crane operators, reach stacker drivers and terminal tractor drivers. These applications are directly integrated with planning and stacking data within the system.

Key features include:

• Display of loading and unloading lists for barges and trains
• Insight into planned container movements
• Container-level search functionality
• Real-time registration of loading and unloading activities
• Autonomous trip selection for terminal tractor drivers

Access to loading sequences and stacking positions enables operators to select the most efficient positions, thus minimising the number of required handling operations.

Applications support the loading and unloading activities of reach stacker drivers

Quay planning
For terminals handling multiple barges or trains simultaneously, the system facilitates the planning of berths and quay operations.

Key features include:

• Insight into berth occupancy
• Planning of arrival and departure times
• Coordination between quay planning and stack layout
• Integration with loading and unloading lists

As a result, available quay capacity is optimally used and physical handling and transport planning are fully synchronised.

Customs and additional registrations
For terminals offering additional services, the Modality system also supports:

• Bonded warehouse and customs administration
• Registration of container repairs
• Recording of gas measurements
• Registration of inspections and other checks

These registrations are part of the same system environment, allowing for operational and administrative data to be centrally managed and making them immediately available for reporting and auditing.

TOS and TMS in a single system environment
Within Modality, TOS and TMS functionalities are not separate systems; they are integrated components of a single environment.

In practice, these functionalities overlap. Many inland terminals combine terminal management with their own transport operations, using both TOS and TMS functionalities within a single environment. Conversely, inland operators can expand their TMS setup with TOS-related functionalities, such as inventory or stack management, as needed for their operations.

Because information is recorded once and flows seamlessly into planning, execution and invoicing processes, operational consistency is achieved.

Do you have any questions about the configuration of your current system or specific functionalities? Please contact your designated Modality representative.

Het bericht The Modality system in TMS and TOS terms verscheen eerst op Modality.

Hutchison Ports Venlo; an intermodal hub terminal
The rail terminal of Hutchison Ports Venlo became operational 43 years ago and was one of the first railway terminals in the Netherlands; it also was and still is one of the largest. Point-to-point connections with APMT-II, Hutchison Ports Delta II, ECT Delta, ECT Euromax and RWG ensure that about 24 trains per week transport containers from the port of Rotterdam to the hinterland and vice versa. Thanks to this connectivity, a container unloaded in Rotterdam is often ready for departure to Venlo by rail the very same day—a level of speed that few other rail operators can match.

The handling speed at the terminal in Venlo also ensures a highly efficient processing of rail container transport. While trains in the seaport often have to wait eight to twelve hours to be handled, trains at the rail terminal in Venlo are unloaded and loaded within two hours. Within this timeframe, more than 90 handlings are performed.

The addition of the barge terminal in Venlo sixteen years ago made it possible to transport containers to other locations, including Rotterdam city, Moerdijk and Antwerp. Following the recent expansion of the site from 2 to 5.5 hectares, the terminal now has space to accommodate four ships simultaneously. Approximately five to six of the company’s ships are unloaded and loaded at the terminal each week. Third-party barges call at the Venlo terminal as part of their routes as well. At present, about two-thirds of all containers are transported by rail and one-third by barge. The ambition for the future is to achieve a 50/50 balance between the two modes. With its combination of rail, barge and road transport, Hutchison Ports Venlo serves as a comprehensive intermodal hub terminal: a gateway where various modes of transport connect seamlessly.

Digitisation based on the Modality system
Since the Venlo terminal implemented the Modality system 21 years ago, it has been continuously optimising and expanding it. The system now forms the heart of the operational and administrative processes, from train planning to invoicing.

A selection of the modules used:

• Pre-notification of deepsea terminals and sharing of train composition via HCN Rail: ‘Pre-notifications’ and ‘Train Composition’ messages can be shared directly with Portbase through an interface.
• Wagon planning: The Modality system is used to record wagon data, wagon sets and types and configure the entire train journey.
• Container planning: Containers are assigned to specific wagon positions, offering planners real-time insight into loading and capacity.
• Order processing and invoicing: Transport, handling and storage are automatically processed and invoiced via Modality.
• Reporting and documents: Both operational and financial reports are immediately available.

Furthermore, various functionalities are available for truck handling and access management, including:

• DIY (Self-Service) Counters: Approximately 80% of the drivers report via the self-service counter.
• Remote Check-in (truck pre-notification portal): (external) Drivers can digitally pre-notify their arrival before reaching the terminal, further speeding up access and reducing the physical administration.
• Gate application at the barrier: Combined with the pre-notification portal, this makes truck traffic flow faster. In practice, truck dwell times are shortened by 5 to 10 minutes, at times allowing frequent visitors to make an extra trip per day.
• OCR gates (in collaboration with Sentors): In effect at the rail terminal and the barge terminal, for the automatic recognition of containers and trucks.
• Barrier control with CargoCard: Venlo was one of the first terminals to implement this, making access fully digital.

This combination of modules has allowed the terminal to digitise and accelerate many operational processes.

Bargeterminal Hutchison Ports Venlo

Continuous improvement: automation as an ongoing process
Under the motto ‘continuous improvement’, the teams in Venlo and Rotterdam work closely together on new projects in which technology and practical applicability reinforce each other.

A key focal point is the development of stack visualisation, which uses Modality data to provide crane operators with real-time insight regarding priorities on the stack. This allows containers to be moved more efficiently and prevents unnecessary handlings.

Another focus area is the further automation of processes at the barge terminal, which was recently expanded to 5.5 hectares and can now accommodate up to four ships simultaneously. By linking more data to operational decisions, the terminal aims to further increase throughput and reduce the number of manual actions.

Furthermore, Venlo aims to increase the use of the pre-notification portal among drivers. By combining data, practical experience and user feedback, the terminal is gradually working towards a fully automated and data-driven operation.

Automation as part of trimodal growth
Hutchison Ports Venlo uses a large number of modules within the Modality system, which makes it a prime example of the manner in which our software is applied in practice for rail-bound container transport. In close collaboration with the terminal, various functionalities have been developed and further refined, allowing Venlo to demonstrate the full potential of a single, integrated system. As a software supplier, we are pleased to see the terminal’s development in recent years from a rail-only terminal to a major trimodal logistics hub for container transport to the hinterland; we are proud that our software solutions form a solid foundation for the terminal’s daily operations.

In our article on software for rail-bound container transport, you can read more about the underlying functionalities and applications within the Modality system. Of course, you can also contact our sales department with any questions you may have.

Het bericht Rail automation in practice at Hutchison Ports Venlo verscheen eerst op Modality.

This article gives you a current overview of our solutions for container transport by rail. See at a glance which solutions Modality offers – from order processing to terminal optimisation – and learn how our software can make your processes more efficient.

Target groups that we support with our rail software

For container transport by rail, our software focuses on three main groups:

• Multimodal terminals – terminals that combine rail with road and barge.
• Rail terminals – dedicated rail terminals that handle trains from multiple rail operators.
• Rail freight agents – logistics service providers that organise container transport by rail via different operators.

We do not provide systems for rail operators that operate their own trains and manage their own personnel scheduling. Instead, we focus entirely on the parties responsible for the transport, planning and administrative handling of container transport.

Our core functionalities for rail-based container transport
The Modality system supports activities throughout the entire logistics process: from order entry to planning and invoicing. The system includes the following core functionalities that apply to every customer group:

• Order processing
• Recording of wagon data
• Recording of wagon types
• Recording of wagon sets
• Recording of train trips
• Assigning booked containers to train trips
• Detailed planning of containers on the wagons
• Invoicing for transport, handling and storage
• Operational and financial documentation and reporting

This foundation is at the heart of our rail software and can be expanded with advanced modules tailored to fit specific customer needs if desired.

Rail software for terminals and rail freight agents

Additional functionalities per customer group

1. Multimodal terminals

Multimodal terminals with a rail connection combine rail transport with road transport and, in some cases, maritime transport. For these hubs, coordination between modes of transport is key. Among other things, our software supports:

• Planning of containers on rail trips and, if applicable, integration with barge and truck planning.
• EDI interfaces for direct communication with seaports and terminals.
• Synchronisation of arrival and departure times across modes of transport.

2. Rail terminals
   Dedicated rail terminals that handle trains from multiple rail operators benefit from advanced operational optimisation. Our software provides:

• Tools to optimise loading, unloading and storage processes.
• “Optimiser” functions for crane operators: guidance on loading/unloading sequences and assigned stack positions.
• OCR applications at rail and truck gates for fast, error-free registration.
• EDI pre-notification portals for drivers, allowing for mostly automated gate handling.
• EDI interfaces with visiting rail operators for the fastest possible access to the loading and unloading data of trains.
• Registration of the “Zapfenstellung” (pin positions) of incoming wagons, enabling maximum loading efficiency.

3. Rail freight agents

Rail freight agents organise container transport by rail through various operators. Flexibility and quick adaptability are crucial for them. Our software provides:

• Integration of current train schedules into the system.
• Easy implementation of changes when adjusting the train connections used within the European rail network.
• Clear, consolidated order and capacity planning across multiple operators.
• Ability to work with TEU commitments on trains.

Connections and interfaces

Our rail software is designed to connect seamlessly with the systems of terminals, rail operators and other logistics partners. Thanks to a wide range of EDI, API and equipment interfaces, the exchange of data takes place fully automated, minimising the risk of errors and speeding up processes.

Examples of commonly used interfaces:

Deepsea ports and seaport terminals

• Rotterdam Portbase HCN Train / Train Composition
• Rotterdam RSC
• Antwerp DP World/PSA

Rail operators

• Kombiverkehr
• Hupac
• Deutsche Bahn
• Rurtalbahn
• BoxXpress

Terminal equipment & operational systems

• Interfaces with container cranes for automatic positioning.
• OCR gate systems at entrances to both incoming and outgoing trains
• EDI pre-notification portals for visiting trucks.

These interfaces deliver real-time status updates, faster planning and smoother operational processes. Whether it’s the automatic reading of discharge lists, predicting arrival times or automatically transmitting loading and unloading statuses: our interfaces make it possible.

Would you like to learn more about our software solutions for container transport by rail? Our page on rail transport features an overview of all system features. Of course, you can also contact our sales department with any questions you may have.

Het bericht Rail software for terminals and rail freight agents verscheen eerst op Modality.

Benefits of using HCN Road for inland terminals
Until recently, only deepsea terminals were able to receive pre-notifications via HCN Road. However, the inland terminals of ITG Rotterdam and CTVrede, which service many third-party drivers, needed greater insight into the visits of road hauliers. If the terminal knows in advance which road hauliers to expect and when, it can prepare the correct containers and reduce the number of handlings. This also helps to prevent unnecessary delays at the gate, for example due to incorrect reference numbers or because a container has not yet been released. Since road hauliers specify a time slot or window when registering, it also becomes easier to anticipate peak traffic moments.

Benefits of using HCN Road for truck operators
Many road hauliers are already familiar with the submission of pre-notifications via HCN Road for the collection and delivery of containers at deepsea terminals. When the inland operator submits a ‘pre-notification’, updates are automatically sent whenever the status of the pre-notified container changes. As a result, road hauliers can be confident that a container has actually been released when they come to collect it. Upon submitting the definitive pre-notification, the truck operator specifies a time for their visit and subsequently receives the TAR (Truck Appointment Registration) number. This TAR number serves as the appointment confirmation and is valid for the entire day. Use of the TAR code is mandatory at CTVrede, which also uses EAN validation at the gate. The EAN number is a unique number that is associated with the road hauliers; if transport is outsourced to another road hauliers, the final road hauliers with the correct associated EAN number must be specified in the pre-notification. This control method is also already used at ECT.

Incidentally, use of the TAR code is not yet mandatory at ITG Rotterdam. Since the start of this year, CTVrede has made the use of this code mandatory for all terminal visits.

Since the start of this year, CTVrede has made the use of this code mandatory for all terminal visits.

Intensive test process with Portbase and terminal
Inland terminals with limited insight into visiting truck traffic stand to benefit from HCN Road in various ways. However, both the terminal and the software supplier must be certified by Portbase before they can use the service. This involves a combination of terminal and software supplier.  Each new terminal that wants to start using HCN Road must complete the test process with Portbase again and conclude various test scenarios. The same applies to Modality, which needs to go through the entire procedure for each new participant. This is a lengthy process, but once the system goes live it ensures a much more efficient registration and handling process for truck traffic – after all, any possible scenario has been extensively tested beforehand.

Would you like to learn more about submitting pre-notifications via HCN Road? We will gladly provide you with more details and guide you through the process!

Het bericht Inland terminals receive truck pre-notifications via HCN Road verscheen eerst op Modality.

Web applications for customer service, transport and terminal operations
Regarding our web applications, we make a distinction between apps that support transport, ones that support terminal operations and commercial web applications. Web applications that support terminal operations are mostly used in outside terminal operations. Good examples in this respect are our crane and reach stacker applications. In terms of web applications that support the transport process, we have our barge app and truck app. Regarding commercial web applications, we offer our Client Portal, which enables customers to easily share data with their clients. Behind the scenes, our web department is continuously developing new web applications and further standardising and optimising existing ones. Among other things, this recently led to the introduction of our graphical terminal overview as a web app. We also developed a truck order web portal for obtaining status information for transports outsourced to external carriers and our Modality project administration will soon be upgraded as well.

Graphical terminal overview
The graphical terminal overview offers a clear visual overview of the current container inventory registered within the Modality system. This gives users immediate insight into stack positions and current container inventory. The graphical terminal overview or graphical stack overview has been available for some time already as an integrated module within our office applications. For a year now, the graphical overview has also been fully available as a web-based app, allowing operational departments to use this module on a mobile device. Alongside the introduction of the web version, various improvements were implemented as well. For example, users can now zoom in on the different stacks and views are available which allow for the data values within the displayed containers to be adjusted; for instance, users can choose to display container numbers or container types. Both office staff and operational departments work in the same module with regard to the graphical overview. When the graphical terminal overview is launched from the office system, the user is linked to the web application. In addition to the current terminal overview, in which we build the entire terminal layout based on specifications from our customers, a module is now also available which allows users to independently design and build a graphical terminal overview from scratch. Customers can draw each element (stack, building, water, rail, road, bollard, etc.) themselves. This feature particularly benefits container terminals where the stack layout regularly changes.

The graphical terminal overview offers a clear visual overview of the current container inventory and stack positions

Truck order web portal & truck app
The truck order web portal was developed to provide insight into the progress of outsourced transport. Company drivers use the truck app to retrieve trip instructions, confirm various status moments and upload signed documents. The truck app directly communicates all data with the Modality office application, offering planners real-time insight into the progress of the transport. However, this real-time data is unavailable when transport is outsourced to a third-party carrier. The truck order web portal ensures that third-party drivers can easily log in and confirm status moments. From the truck planning, a truck order is generated that features a QR code. After scanning this QR code, the driver is directed to the web portal. In addition to confirming the various status moments of the transport via the web portal, the driver can also use it to upload documents.

Optimisation of project administration
Our project administration is currently also undergoing further optimisation. Customers frequently use the project administration to communicate system wishes and issues and to prioritise previously reported development points. An update has been planned for the first quarter of this year; changes include an improved chat function and increased user-friendliness. Once we have implemented this update, we will contact several customers to work together on the further optimisation of our project administration.

Would you like to learn more about the web applications mentioned in this article, or are you interested in exploring our other web-based automation solutions? Our sales department will gladly explain the available options to you!

Het bericht Web applications for supporting customer service, transport execution and terminal operation verscheen eerst op Modality.

Using the Client Portal contributes to a streamlined and more sustainable process
For the interview, we are invited to the office of Ricoh Europe SCM (hereinafter Ricoh) in Bergen op Zoom. All supply chain activities for the EMEA region (Europe, Middle East & Africa) are organised from this location. Since the start of this year, Ricoh has been routing all container flows through the terminal of BTT Multimodal Container Solutions (hereinafter BTT) in Bergen op Zoom. The switch to BTT offers Ricoh numerous advantages.

Martijn: “We made the switch to BTT for several reasons. Besides the fact that BTT is a professional organisation with advanced terminals, our main considerations were the barge capacity due to the partner network and the strong underlying IT infrastructure.”

This IT infrastructure also makes it possible for Ricoh to further optimise its own internal process. At Ricoh, the ‘inbound flow’, or the incoming container flows, is monitored via the Modality Client Portal. Where in the past Ricoh employees needed to consult multiple sources to map the ETAs of seagoing vessels, they can now easily access them in the Client Portal environment.

Martijn: “We now use the portal as a ‘single source of truth’. Partially for this reason, we have been able to save at least one FTE (Full Time Equivalent).”

In addition, BTT uses the Client Portal to share the ETAs at the terminal in Bergen op Zoom. Combined with the fixed sailing schedules of the West-Brabant Corridor, the partnership which consolidates the barge capacities of the various participating parties, this transparency in the (barge) planning process ensures that Ricoh is increasingly able to rely on the data in the portal.

Martijn: “The strength of the portal lies in the insight it provides into the planning process of BTT. The ETA at BTT is essential for us. Because we know earlier when a container arrives at the inland terminal, there are fewer ad hoc deliveries and we can transport many more containers by barge. For example, we have been able to reduce the number of containers transported by truck from 10% to 3% (!). This has made the process more stable and sustainable.”

Positive effect of data exchange leads to fewer handlings
Because Ricoh can already see the availability of the containers at an early stage, they are able to plan further ahead and adequately respond to problem situations. Furthermore, various priorities are assigned to the containers and communicated to BTT and the expected unloading date is assigned earlier as well.

Sjoerd: “Because these insights allow Ricoh to plan more accurately, we are able to optimally stack, thus reducing the number of handlings.”

BTT: Data sharing results in accurate planning and ultimately a reduction in the number of handlings

BTT’s planning department knows the unloading date of the container before the barge has even arrived at the terminal in Bergen op Zoom, allowing containers to be stacked with great efficiency. In addition, BTT & Ricoh have chosen to integrate the use of the e-CMR into the Client Portal. Ricoh provides the dock numbers on the day of unloading. Drivers no longer need to stop at the service desk at the Ricoh facility. The e-CMR is signed via the portal immediately after unloading. Ricoh has access to the signed documents via the portal and BTT knows when the container is empty and ready for collection again.

Sjoerd: “For us, a signed document signifies that a container has been unloaded and the empty container is ready for collection again. ‘Reporting empty’ in a timely fashion is a challenge for some customers; in this collaboration with Ricoh and in combination with the Client Portal, the entire process works perfectly though.”

Besides the import process, the handling of documentation and the collection of empty containers run much smoother as well. Because Ricoh shares information early, BTT is better able to anticipate the demand and thus scale up or down the barge capacity accordingly.

The advantages of user management of the Client Portal
At BTT, around 75% of the customer base uses the Client Portal. The different rights attributed to each user make it possible for other stakeholders (other than debtors) to gain access to the information that is relevant to them. This allows various parties in the logistics chain to monitor the progress themselves. The need to communicate via e-mail and telephone is reduced and customer service and planning are made easier. Customers that do not operate according to a fixed format can utilise the booking function of the Client Portal. Thus, making use of the Client Portal fits in seamlessly with the philosophy of BTT.

Sjoerd: “We believe in transparency and the timely sharing of data. The collaboration with Ricoh perfectly illustrates how mutual data exchange can lead to a streamlined and effective process on both sides.”

Would you also like to experience the benefits of our Client Portal? Our sales department will gladly explain all the possibilities! Please contact our sales department directly via sales@modality.nl or +31 (0) 180 531 035.

Het bericht Ricoh and BTT: the power of data sharing via the Client Portal verscheen eerst op Modality.

The basics of the import process
For the sake of clarity, let’s first go back to the basics of the import process. The shipping line is the first link in the process of collecting an import container at the deepsea terminal. Once the sea freight dues have been paid to the shipping line, it releases the shipment. The release authorisation (also called: ‘release right’) is then passed on to the shipper and/or the forwarder (hereinafter referred to as ‘shipper’). In the past, this process involved the use of PIN codes. In the new approach, however, release rights can only be digitally forwarded to authorised parties in an encrypted form. Next, the shipper instructs the inland operator to collect the container at the deepsea terminal and passes on the release right to the inland operator. The inland operator submits a pre-notification to the deepsea terminal and collects the container activating the release right.

Different ports, different methods
The release right is passed on in different ways:

Rotterdam – Secure Chain

In Rotterdam, all communication is centrally organised via Portbase. Inland operators are able to receive and transfer the release right via the Port Community System (PCS), which they are familiar with. We explain exactly how this works below. The pre-notification is already submitted to the terminal via the PCS of Portbase. As a result, all requirements for collecting an import container in the port of Rotterdam can be handled via one single system.

Antwerpen – CPu
In the port of Antwerp, the situation is somewhat more complicated in this respect. Here, the release right (CPu) is passed on using two different parties; either NxtPort, which is an initiative of Port of Antwerp-Bruges, or Secure Container Release of T-Mining. You can find out exactly how this works below. Furthermore, the submission of pre-notifications requires multiple interfaces with the various systems of the deepsea terminals in Antwerp.

The operation of the Secure Chain in theory
Only needing one system for collecting import containers at the deepsea terminals in Rotterdam – the PCS of Portbase – is convenient. Portbase has developed various APIs (Application Programming Interfaces) for the different services which can be used to transfer the release right within the PCS: ‘Cargo Controller’, ‘Cargo Release Manager’ or ‘Hinterland Container Notification (HCN)’. Because inland operators are already using the service HCN to submit their pre-notifications, there are theoretical benefits to being able to also receive and forward the release right within the same digital environment. An inland operator receives the release right from the client/shipper. This release right gives the inland operator the exclusive right to pre-notify the container in HCN and collect it at the terminal.

In terms of passing on the release right, Portbase makes a distinction between various roles. The ‘Cargo director’ is the party that pays the sea freight dues to the shipping line; in the aforementioned example, this is the shipper or the forwarder. The shipping line releases the container and the Cargo director is able to transfer the release right to the inland operator. Within the Portbase system, the party that possesses the release right has the role of ‘release owner’. This role is continuously forwarded from one company to the next. When the inland operator submits a pre-notification within HCN, the release right is linked to the pre-notification within HCN. By the way, the implementation of the Secure Chain takes place in phases. At present, containers from Latin America, North America, Africa, the Middle East, India and Pakistan are already released by means of the Secure Chain. For import containers from other countries, the old-fashioned PIN code is still used for this.

Integration Secure Chain within the Modality system
To facilitate the collection of import containers in the port of Rotterdam, we offer an API interface with Portbase. The release right can be retrieved either directly via this API or via the service HCN. Within the Modality system, the received Secure Chain releases are displayed in a central list. As a result, customers have access to all the information in one single environment and they do not need to log in to the Portbase web portal.

The Secure Chain in current practice; challenges and confusion
This combined approach by Portbase is solid in theory, but in actual practice the situation is far more complicated. To be able to transfer the release right, every party involved must use the services of Portbase. This is not really an issue for the inland operator, which is already familiar with the PCS; for shippers, this however is not the case.

Parties that are not yet familiar with the services ‘Cargo Controller’, ‘Cargo Release Manager’ or ‘Hinterland Container Notification (HCN)’ are often confused about which service they should use and how exactly they should transfer a release right. Furthermore, they are not always sure about their exact role or they may have multiple roles.

Within HCN, we also see that when the inland operator proceeds to the terminal to collect the container after having directly received the release right from the client, the release right and the pre-notification are usually received correctly there. However, if this inland operator passes the release right on to another inland operator, it often remains linked to the original pre-notification of the first inland operator. This means it cannot be transferred to the inland operator that is actually tasked with collecting the container.

Ideally, the processes for submitting the pre-notification and passing on the release right should also be separated from one another in Rotterdam as it is in Antwerp. This prevents problems from arising when the transport is outsourced.

Certified Pick up (CPu) in theory
In the port of Antwerp, Certified Pick up (CPu) is used. CPu is the term for the collection of an import container by an authorised or certified party through the use of a digitally encrypted release right. While in Rotterdam the release right is passed on via the Portbase system, in Antwerp the process involves two different parties. Shipping lines CMA CGM, MSC and HAPAG transfer the release right via ‘Secure Container Release’ of T-Mining while all other shipping lines use NxtPort for this. Once the sea freight dues have been settled, the shipping line sends the release right to NxtPort or T-Mining. The shipper (or forwarder) issues the order for transport to the inland operator, thus transferring the release right. The inland operator specifies the truck, barge or train which will be used to collect the container. NxtPort or T-Mining communicates this to the terminal. When the inland operator has submitted the pre-notification, which is a separate process from transferring the release right, the container may be collected. The pre-notification is sent by means of direct EDI interfaces with the terminals.

Integration of CPu within the Modality system
For receiving and forwarding releases, Modality has set up API interfaces with NxtPort and T-Mining. The received releases are shown in a central list in the Modality system, eliminating the need for parties to log in to the various portals.In addition, Modality has EDI interfaces available with PSA, MPET and DP-World for the pre-notification of import containers in the port of Antwerp.

Certified Pick up in practice
The individual processes for picking up import containers in the port of Antwerp run quite smoothly. One complicating factor is the fact that the inland operator has to connect with many parties; NxtPort, T-Mining and the various deepsea port terminals such as DP World, MPET and PSA. Setting up five interfaces is a costly affair for the inland operator. In addition, high recurring costs are charged for NxtPort and T-Mining.
In Antwerp, the ability to pass on the right of release via one single portal, just like in Rotterdam, would of course be ideal.
Do you still have questions about passing on the right of release via the Secure Chain or via CPu after reading this article? Or would you like to know more about the technical solutions available from Modality? Then contact our sales department directly via sales@modality.nl or via +31 (0)180 531 035.

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Collaboration ensures more streamlined container handling
The West-Brabant Corridor (hereinafter WBC) was launched in January 2018 as a collaboration between Combined Cargo Terminals Moerdijk, BTT Multimodal Container Solutions and Oosterhout Container Terminal (hereinafter OCT). Modality has developed a dedicated system for the WBC. Using smart EDI interfaces, the various partners use this system to book containers, whereby local customer data remains shielded. According to OCT, this high degree of privacy also contributes to the collaboration’s success. Furthermore, the partnership allows the individual participants to enter into fixed window agreements with the deepsea terminals. This ability to use fixed windows provides the greatest improvement regarding the efficient handling of container flows per barge. Despite this improvement, parties are still frequently communicating with one another in late 2021 though. The planners of the various partners are constantly on the phone to coordinate the distribution of the available barge capacity. Another challenge they face in terms of central planning is the fact that each party has its own specific working method and list of priorities. This is where the Optimizer comes into play.

Benefits of Barge Planning Optimizer for the West-Brabant Corridor
Before further exploring the implementation process of the Optimizer, let’s jump back to the present. At the WBC, the various planning departments have been working with the Optimizer for almost a year already; according to OCT, this has resulted in the following benefits:

• The know-how that was previously stored in the minds of the planners has been recorded in systems. As a result, procedures and working methods are now transparent.
• The central WBC planning is faster and more efficient and requires far less communication. This makes it much easier to combine the WBC planning with the local planning.
• More containers can be planned using the same number of employees.
• The training time for planners has been significantly shortened.
• The number of manual actions has been reduced to a minimum.
• Because planners can schedule further ahead, bottlenecks can be identified sooner.
• Working with the Optimizer ‘compels’ the various participants to provide higher-quality data.

For example, the various procedures and rules of thumb have now been recorded in the Optimizer and different priority categories are used. At OCT, they notice they have more room to handle the local planning and the team can schedule more containers using the same number of people. According to OCT, training a planner used to take six months. With the introduction of the Optimizer, the role of planner has shifted more towards that of system operator and the company has been able to reduce the training time to just two months. To achieve these results, good preparation is key. In the following paragraph, OCT talks about creating the right conditions to successfully implement the Optimizer.

The Barge Planning Optimizer ensures more efficient barge planning

Preparing the implementation of the Barge Planning Optimizer
The various participants in the WBC first discuss the possibilities of the Optimizer in March 2022. Because a collaboration between multiple parties is involved, the preliminary phase takes longer than when implementing for a single party. Most of the preparation time is spent mapping the different working methods of each terminal. Expertise that for the most part used to reside in the minds of the planners now needs to be clearly defined in procedures. OCT warns against underestimating the difficulty of teaching the system to think like a planner. For example, unanticipated knock-on effects need to be taken into account. One example OCT mentions is the option to ‘lock’ containers within the system. When containers are scheduled for collection and the PIN codes have not yet been received, the system normally sees these containers as ‘not in order’ and they are not scheduled. However, if the planner is quite certain that the PIN codes will arrive on time, it is possible to ‘lock’ these containers; even though they do not yet meet the correct requirements, the containers can still be planned. OCT states that it is easy to underestimate just how many factors can potentially affect the planning process and that it can sometimes be useful to include certain contingency measures. Furthermore, the full automation of planning is complicated by the many exceptions, such as customer wishes and continuously changing market conditions.

The implementation process of the Barge Planning Optimizer
The preliminary phase ultimately takes a year. In the spring of 2023, the first version goes live. A start is made with the automated planning of containers for one single deepsea terminal. During this phase, planners again encounter various challenges. It becomes apparent that the quality of the data used in the system is often substandard. For example, date fields are not always updated, and planners have to plan further in advance than they are used to. The system is expanded with additional date fields and ‘error notifications’ are built into the system to force employees to work more carefully and pay attention to the quality of the data they enter. The various participants within the WBC use the summer of 2023 to improve the quality of the data, adjust working methods and make the system more ‘foolproof’. Once the data quality – and therefore also the quality of the automatic planning – has noticeably improved, the number of containers that is automatically planned is slowly scaled up. Plenty of time is taken for this as well. Before planners allow a system to take over part of their work, they must first feel fully confident that the system can generate a 100% reliable planning. This confidence is now there and about 70% of the containers are planned automatically. The remaining 30% often involve shipments that must be collected or returned outside the fixed windows and for which separate calls must be created.

The positive impact of the Barge Planning Optimizer at the West-Brabant Corridor
Although OCT states that it is difficult to express the positive impact of the Optimizer in numbers, they notice clear improvements in several areas. As mentioned earlier, planners spend less time scheduling containers for the WBC and have more room to focus on local planning. They can also anticipate ‘problem cases’ and exceptions sooner. Moreover, the training time for planners has been significantly shortened and a large part of the internal know-how has been secured in systems. According to OCT, the quality of the data input is crucial to the successful implementation of the Optimizer. In addition, the sheer number of factors and exceptions that must be taken into consideration when mapping the planning process and recording it in systems should not be underestimated. Are these conditions met? Then using the Optimizer can ensure that 70% to 90% of containers can be planned automatically.

Would you like more information about the automatic planning of containers using the Barge Planning Optimizer? Our sales department will gladly discuss the possibilities! Please contact our sales department directly via sales@modality.nl, +31 (0) 180 531 035 or watch our video WBC Barge optimizer – Modality – Nexusz on Vimeo.

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Automatically reading loading and unloading lists
Various types of messages are exchanged between the barge operator and/or shortsea shipping line, ship and terminal. The barge operator or shortsea shipping line communicates the provisional loading and/or unloading list with both the ship and the terminal.
A barge operator sends the loading or unloading list to the system of the barge in the form of an IFTMIN-BICS message. For the inland terminal, the barge operator now often prints out the loading/unloading list from the Modality system and sends this to the inland terminal as an Excel list or PDF.A shortsea operator usually sends the loading list to the terminal in the form of an EDI message (COPRAR-Load). The discharge list is commonly sent in the form of an EDI message (COPRAR Discharge) as well.The communication between the barge operator and/or shortsea shipping line and the inland terminal can be automated in several ways. For example, EDI messages (COPRAR-Load/Discharge) can be automatically read by the Modality system of the terminal. It is also possible to use a direct API interface for the communication between the system of the barge or shortsea operator and the Modality system of the terminal.

Automatically reading and sending stowage plan data
When the skipper receives the loading and unloading data from the IFTMIN-BICS, they use this information to make a stability calculation and, with that, a stowage plan. The data from the stowage plan (also called “bay plan”) can be sent to the terminal in an EDI message. This EDI message is also called a BAPLIE (BAyPlan Including Empties) message and indicates the exact location of specific containers aboard the vessel. The shortsea/barge skipper communicates the stowage plan information, both for inbound and for outbound cargo, with the inland terminal so that the terminal has up-to-date insight into the layout of the vessel. As a result, the crane operator at the terminal knows exactly where specific containers are located on board and the terminal operation can ensure that the correct containers are ready to be loaded based on the outbound stowage plan.

After the cargo has been unloaded, the crane operator starts loading the ship. The position of the loaded containers is registered in the Modality crane application. Once all the containers are on board, the terminal sends a BAPLIE message to the ship containing the stowage plan positions of the newly loaded containers and the containers that have remained on board.
Modality offers system functions to automatically read BAPLIE messages for both inland shipping and shortsea. Furthermore, we have developed a stowage plan module that allows the crane operator to establish a container’s location on the ship by means of a graphical overview. It is also possible to confirm the loaded containers in the stowage plan via the touchscreen.

The use of graphical overviews contributes to more efficient quay planning

Graphical overviews ensure more efficient quay planning
In addition to the automatic reading of loading and unloading lists and stowage plan data, graphical overviews also provide an excellent tool to boost efficiency.

For example, we have developed the ‘quay planning’ module for terminals. The quay planning provides graphical insight into the occupancy of the quay. This overview shows the quay length(s) on one axis and a timeline on the other axis. Depending on the average number of moves per hour, the Modality system calculates the period during which the ship will occupy the quay. As a result, the quay planning has accurate insight into the occupancy when making agreements with barges and ships.

Furthermore, it is possible to integrate a graphical overview of the stack into the system. This will show the containers in the stack, with their position and colour-coded properties (think of shipping line, weight and planning).

Work planners can use this graphical stack overview to determine the position of the containers that need to be loaded in a single, clear overview.

Using the voyage monitor web module supports work planning
Besides the graphical stack overview, the voyage monitor is another convenient module to support the work planning process.  This web overview offers terminal employees a clear list which shows them exactly when a certain ship is expected at which berth and how many handlings will need to be performed. In practice, we see that the voyage monitor is often displayed on large screens in different rooms. In addition to the operational staff on the quay, the planners and management consequently also have insight into the current quay occupancy and the progress of the work.

As you can see, there are several options to automate the communication between barge operators, shortsea shipping lines, skippers and terminals. Furthermore, useful modules are available to make terminal operations on the waterside more efficient and surveyable. Would you like more information about our automation solutions for loading and unloading containers on the waterside? Our Sales Department will gladly explain the possibilities and the interfaces with existing systems. Please contact them directly via sales@modality.nl or +31 (0) 180 531 035.

Het bericht Automation on the waterside; efficient communication between barge operator, shipping line, shipper and terminal verscheen eerst op Modality.