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.

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.

Het bericht Secure Chain & CPu: transfer of release explained per port verscheen eerst op Modality.

Market requirements
Over the past 25 years, the inland container logistics market has experienced impressive growth. According to the Port of Rotterdam Authority, some 15 million TEU was handled in the port of Rotterdam in 2022. In 1998, this was still only 2.9 million TEU (Source: Nieuwsblad Transport). To accommodate this growth, inland container terminals and carriers have expanded their sites, modernised equipment, increased fleets, recruited new employees, etc. in recent decades. Above all, they have substantially invested in digitisation and automation in recent years. The faster the organisation grows and the larger it becomes, the higher its requirements regarding digital infrastructure and, resulting from that, the software and hardware. At Modality, we have noticed that in terms of software, our customers value the following:

• Compatibility with the business processes
  The software must be compatible with the specific processes of our customer. In addition, the wishes of our customer’s customers, the infrastructure of the terminal and specific permits and/or services must be taken into consideration regarding the development of the software.
• Stability
  The software must be stable. A customer wants to be certain that their software is up and running or available 24/7.
• Security
  It must be possible to adequately secure the software. Business-sensitive information must be shielded as much as possible against unauthorised access.
• User-friendliness
  The software must be user-friendly. New employees must be able to quickly start working with the software.
• Adaptability
  It must be possible to quickly adapt the software in order to anticipate developments within the market.
• Scalability
  It has to be possible to scale up or scale down the software as certain business activities grow or shrink.
• Price-quality ratio
  The software must have a good price-quality ratio.
• Future-ready
  The software must be ready for the future. The technology used must be able to meet customer requirements in the longer term as well.

As a software supplier, we are continuously developing products that allow us to meet as many customer requirements as possible whilst also taking into account developments in the field of IT. Our Research & Development (R&D) department tests our products against the following criteria:

1. Can we functionally program all requested system functions with our software?
2. Can we technically program all desired system interfaces with our software?

User-friendliness, speed and compatibility with the latest technology are important values in the development of our products.

Modality product offering
Modality provides ‘standard-custom’ software for its customers. By this, we mean that the functions in the main processes are supported for about 80% by standard system functions and standard EDI interfaces. The remaining 20% includes customisation based on customer-specific requirements; think of requirements made by our customer’s customers, for example, or requirements related to the infrastructure of the terminal. Our software solutions are uniquely tailored to each customer and often consist of a main application (the core system) and web applications that are linked to the main application as different modules. The core system or main application is accessed through a Windows client, the web applications are accessed through a browser. The core systems always run on the customer’s server. This server may be located on-site at the customer (on-premise) or may be hosted at a data centre (private cloud). In both cases, the server belongs to the customer and is not shared with other parties, as is often the case with a 100% web application. The supplementary web modules that we develop at Modality can also be installed on the customer’s own server, or customers can decide to outsource the hosting to us.

Advantages standard-custom software
The combination of standard modules supplemented with customised functionalities is a deliberate product choice. Combining both product types enables us to accommodate as many customer requirements as possible. For example, the main processes are largely the same for every customer (such as the modules for order entry, planning, invoicing, etc.) while the use of shared source code ensures that our systems are scalable and makes it possible to respond to new developments ‘relatively’ quickly; one example that comes to mind here is the Portbase service Hinterland Container Notification (HCN). We can also easily expand the number of users, connect new locations and add EDI interfaces. We say ‘relatively’ quickly because adjusting individual systems is simply more time-consuming than being able to fully deploy the programming capacity on one system, as is the case with standard packages. However, we notice that customers often have individual urgent requirements, such as the development of an API interface with the system of a new customer. Were we to choose a standard package, then the programming of a new interface would not start until there is sufficient demand, meaning customers would need to wait for the release date.
The customisation part ensures that the system is fully tailored to the processes of the individual customer and that all functionalities are optimally utilised (in contrast to the use of standard software packages, where not all functionalities are relevant for every Modality customer). Because the system is fully aligned with the processes of the individual customer and system functions are structured in a manner that supports the sequence of operations of a specific customer, users often experience the system as being user-friendly. Our customers also value our price-quality ratio, because they only pay for functionalities that they actually use.

Advantages of combined use object-oriented and web development tools
We develop our main applications in Delphi. This is a so-called object-oriented development tool. In terms of development speed, oversight and manageability, Delphi still is an outstanding development tool for expanding and maintaining our core applications. The user interface, or the user environment in which our customers work, may feel less modern to some of our customers compared to user interfaces within web applications, but it still offers more technical possibilities than most web development tools. For example, Delphi allows us to build technically advanced planning screens that are aligned across multiple screens. A technology which makes the job of the planner easier, but which is more difficult to realise within a web environment. This is due to the limited possibilities and impossibilities that an internet browser offers. Of course, working with web applications also offers advantages. To be able to log in to our main application, you need hardware. Our system is accessed via the Windows client that is installed on a local PC. For applications where mobility is important, for example a crane application or a truck app, a web application offers more convenience. All you need to access the web applications is an internet connection on a mobile device. You can also use web applications to make data available to external parties, such as providing customers access to a Client Portal.
Combining different development tools ensures that we can offer a fitting solution for every application our customers may have. Moreover, working with different tools ensures that we have different types of specialists at our disposal and are not solely dependent on one specific programming language. Not only does this enable us to flexibly provide different types of software solutions right now, but we can also easily anticipate new emerging technologies in the future. Incidentally, both types of applications are linked to a central database. The quality of the database in combination with the quality of our applications (i.e.: how well it is programmed) ensures stable software that is accessible and operational 24/7.

Use of the Modality core application

Advantages of server under own management
Both our main application and the additional web modules are installed on the server of our customer. Therefore, this server is only used by the customer and is not shared with other parties; this is not the case for most 100% web solutions. When customers control their own servers, security becomes more manageable. Furthermore, applications that are accessed via a Windows client model, such as our core applications, are easier to secure against unauthorised access from the outside than web applications. From a security point of view, a 100% web application is definitely not always an ideal solution.

Product development with an eye to the future
Most systems used by Modality customers have been in development for more than 20 years already. This means that a vast ‘legacy’ has been built up over the years. With systems that comprise more than 20 years of customised wishes and knowledge, you cannot just switch to another technology. Given the fact that our current technology still enables us to meet the most important customer requirements, this has also not yet been necessary. As a software supplier, you do want to be able to flexibly switch to another technology if said technology better meets the customer’s requirements. With our many years of knowledge, we know better than anyone where these needs lie and what kind of products are required to most effectively achieve them. Now and in the future. The combination of products we provide most optimally meets this customer need at present, both functionally and technically. Looking to the future, we do see an important change though. Not so much within the market for inland container logistics, but definitely when it comes to education in the field of IT. We maintain close ties with training institutes where Computer Science and Software Engineering are taught. A trend that we are noticing there is that students are currently only trained for web programming. In view of these developments, we established our web department in 2015. Nowadays, this is a fully-fledged team that not only focuses on the development of our various web applications but also on the development of a 100% web module. We expect to start testing the first pilot version in early 2024. Of course, we will only launch these products on the market when we are fully certain that we can guarantee the required security, technology and functionalities and can provide our customers with the quality they have come to expect from us. Until then, our R&D department will continue to develop web products supplementary to our core applications.

In summary; the advantages of the Modality system
The Modality system, which makes use of a combination of custom software and standard modules and in which the core application is linked to various web applications, provides the following advantages:

• The system is fully tailored to the processes of the individual customer, resulting in the various functionalities being optimally used
• The system is experienced as being user-friendly because functionalities are tailored to customer-specific use
• Because the system is largely made up of standard modules, scaling up is easy; think of adding new users, connecting new locations or adding EDI interfaces, for example
• The possibility of customisation ensures that systems can be adapted relatively quickly, for example when new interfaces are required; this means customers do not need to wait for a market-wide release date
• The system is stable due to high-quality software and database
• There is a suitable solution for every application. Is security important? The core application can be secured very easily. Does mobility matter? You can easily make use of the web applications with a mobile device and a good internet connection
• The various applications are installed on servers that are managed by the customer. As a result, security and control over data can be better guaranteed

Do you have any questions about our product range after reading this article? Or about the differences between our systems and alternative solutions within the market? We are happy to answer your questions! You can contact us directly via management@modality.nl or via +31 (0) 180 531 035.

Het bericht Optimise using hybrid software: web applications vs local apps, standard vs custom verscheen eerst op Modality.

Optimisation container logistics: four core activities
As previously mentioned, the transport to and from the hinterland, including storage and handling, can be divided into four core activities. In turn, these core activities comprise a combination of internal and external processes. Different departments are involved in these processes. From customer service to planning, from operational execution to invoicing. From entering the order to sending the final invoice. Within this logistics process, we distinguish the following core activities:

1. Order entry (order processing)
2. Transport planning
3. Transport execution (including terminal operation)
4. Cost control & invoicing

These activities have a lot in common, whether terminal operations or container transport by truck, barge or rail are involved. In the following paragraphs, we explain which activities can be automated for each core process.

1.Optimisation order entry and other customer service activities
Order entry, i.e., the entering of all customer orders, is often the responsibility of the customer service department. Besides entering the orders, customer service employees (hereinafter referred to as cs employees) ensure that bills of lading and customs documents are prepared in a timely manner; furthermore, they monitor transport and delivery deadlines and keep the customer informed of the progress of the transport and the container availability. A customer may also require additional services, such as the performance of gas measurements, temperature checks for reefer containers or administrative work regarding the storage and transport of hazardous goods. Customer service employees see to it that these additional services are properly registered and that all data is complete.
Some of the activities performed by cs employees lend themselves to full or partial automation and simplification. One such activity is order entry. This can be achieved in various manners. You can read more about this in our article: ‘Four ways to optimise order processing in intermodal container logistics‘.

The automation of order entry allows cs employees to focus on anticipating deviations and monitoring the progress of an order. Is data incomplete? Then a cs employee can contact the customer early on. 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. With the Modality Client Portal, a web portal that displays data in real time, the cs employee can give the customer insight into the progress of the transport, eliminating the need for telephone calls and e-mails. Furthermore, it is also possible for customers to directly enter orders through the Client Portal, thus also supporting the further automation of order processing.

Customer Service Monitor Modality

Does the terminal also offer Value Added Logistics? Then various activities can be (automatically) registered. Our Maintenance & Repair (M&R) module offers administrative support regarding the repair of containers. For example, estimates can be generated with the M&R module, which can next be automatically sent and approved via EDI. Furthermore, we have developed a web application which allows you to easily control and monitor the temperature of reefer containers through a tablet. The interface between our gas measurement module and the system of EWS ensures that container locations are shared with EWS in real time and that the gas-free certificate is automatically linked to the container line following completion of the gas measurement.

When we refer to the optimisation of logistics processes, we do not just mean that we can make processes more efficient; we can make them more secure as well. Modern communication technologies ensure that a pick-up authorisation can be communicated in a secure manner, for example by means of blockchain technology. Interfaces between the Modality systems and systems such as Certified Pick up (CPu) and Secure Container Release (SCR) ensure that the pick-up authorisation can be communicated through our system in a secure manner, thus minimising the risk of fraud.

2.Optimisation transport planning
The planning of container transport entails more than just the optimal transport of a container from the seaport to the loading/unloading location and vice versa. When drawing up the planning, a planner has to consider various factors: the Estimated Time of Arrival (ETA), Actual Time of Departure (ATD), cargo opening, cargo closing, etc. These factors are subject to continuous change. Before a planner can actually organise the transport of a container, they at least need to know whether a container is available and whether all associated documentation is correct (for most customers, the customer service department is responsible for enriching the data so that the planning department can start planning based on complete order information).

One way to gain more insight is by automatically importing the current data of seagoing vessels directly into the Modality system. Arrival and departure times (ETA & ETD) and cargo opening and closing times are immediately visible in the system. It is no longer necessary to visit separate terminal websites for this. This automatic retrieval of seagoing vessel data is made possible by direct EDI interfaces with terminal systems. Are direct interfaces not possible? Then the data can be retrieved automatically by means of the ‘Vessel Optimizer‘ from Modality and NexusZ.

The various interfaces with the Portbase service ‘Hinterland Container Notification (HCN)‘ ensure faster data exchange, whereby ship, train and truck visits at the seaport terminals can be pre-notified directly via the API and current status information is promptly displayed in the Modality system. This ensures that planners can work ahead and anticipate problem scenarios more quickly. All our customers now have an interface and/or interfaces with HCN Road, HCN Barge and HCN Rail.

Use MCA-Road within Modality system UCT

Once all the preparations have been completed, the planner can focus on the actual planning. For barge operators, a pilot with the ‘Planning Optimizer‘ from Modality and NexusZ is currently underway. In this pilot, the Modality system provides the ‘Planning Optimizer’ with usable input (the containers that need to be planned and the barges that are available) for the planning algorithm. The ‘Planning Optimizer’ next outputs planning advice for each container. The planning still takes place semi-automatically in the pilot, which means the planner can choose to accept or reject the advice presented by the Planning Optimizer. In the final phase of the pilot, the planning will be fully automated and hardly any manual actions will be required.

Another way to optimise the planning is to enrich the Modality system with more data so that the system becomes more intelligent. Regarding truck planning, for example, drivers’ authorisations could be added. If a container with hazardous goods is scheduled for collection by a driver who does not possess an ADR certificate, the Modality system will automatically issue a warning.

3.Optimisation transport and terminal operation
Container transport can be optimised by gathering as much real-time data as possible about the progress of the transport during its execution. Our barge and our truck apps ensure that current data is collected and process these various status moments in real time in the Modality system. As a result, a planner can ascertain ahead of time that the planning cannot be met and next anticipate this. Furthermore, interfaces with e-CMR applications and the truck and barge apps ensure that delivery notes are digitally shared with the driver or skipper and that signed documents are immediately available to the customer service and invoicing departments.

Status information can be processed in the Modality system at the terminal as well. In combination with OCR software (Optical Character Recognition), inbound and outbound trucks are registered and the ‘Gate-in’ and ‘Gate-out’ statuses are automatically updated within the system. Cameras record the top and side of the container, the chassis and the truck. Among other things, the OCR software scans the camera images for license plate, chassis number and container numbers. This data is sent   transport to the Modality system. For inbound trucks, the Modality system checks whether the truck/container combination is expected and, if the combination is correct, opens the barrier or speed gate. For departing trucks, the Modality system checks the data against the data stored in the ‘Gate control module’ as well. In this way, the system automatically provides an accurate overview of the trucks that are currently at the terminal.

Optimising transport and terminal operation

In addition to the usage of OCR software, more and more self-service desks are being installed to guide and handle incoming truck traffic as optimally as possible. The software at the self-service desk is linked to our ‘Gate Control’ module. The driver reports to the self-service desk and indicates whether they are coming to deliver and/or pick up a container. The Modality system checks whether the visit has been booked and enriches the data on the screen based on the booking found. As a result, a driver can independently perform the registration process; gate staff only need to assist when data is missing or incorrect. Especially the automatic enrichment of the data substantially reduces man-hours, minimizes manual input work and improves the turnaround time of incoming truck traffic at the terminal.

Thanks to our crane and reach stacker application, communication via the portable radio can be kept to a minimum. The application provides an up-to-date overview of the trucks that are currently at the terminal, displays loading and unloading lists of barges and trains and offers a search function at the container level. Furthermore, the application enables a crane operator or reach stacker driver to easily prioritise. The app also features a graphical terminal overview which makes it possible to swiftly locate containers.

Our Terminal Tractor app ensures that drivers who continuously shuttle between the terminal and the nearby loading/unloading address can easily select their trips. The app is linked to our ‘gate Control module’; drivers can give a container ‘gate IN’ or ‘gate OUT’ themselves. When entering the terminal, terminal tractor drivers no longer have to leave the cabin and save much time. Because a driver can independently select his or her ride, the most favourable terminal position can be chosen. The number of handlings required to set up the container can herewith be reduced.

To support desk and customer service employees in passing on information, we have developed the ‘Reference Check‘ module. Road transport planners can use this to easily check whether a container can be picked up or delivered. For example, they know whether an import container is available for collection, or they can, for example, ascertain whether the delivery reference for an export container is available. Thanks to this portal, employees are hardly burdened with answering this type of questions from road hauliers/truck operators.

4.Optimisation purchasing control and invoicing
When outsourcing transport, especially regarding multimodal transport, it can be quite difficult for the purchasing department to gain insight into the costs. Within the Modality system, the costs of each segment of the transport are mapped out. When the rates of the different carriers are added to the system, the Modality system links the rates with the operational transport data. This consequently allows for purchasing control to largely be automated.

Similarly, sales invoices can be generated and dispatched (almost) fully automated as well. Sales rates are ‘matched’ with operational transport data, whereby revenue lines are automatically generated; the so-called ‘charging’. These revenue lines can easily be converted into invoices. To fully automate the billing process, you can choose to also have the following actions run automatically for each customer:

• The automatic generation of invoices based on customer preferences (per booking, per trip, per month, etc.)
• The automatic conversion of ‘pro forma’ invoices into final invoices
• The automatic sending of invoices at the time of your choosing

Summary; opportunities for chain optimisation within the Modality system
Below is an overview of the optimisation options within the Modality system for each department:

1. Customer service

• Automation of order entry
• Improved insight into priorities and missing data with Customer Service Monitor
• Offer the customer insight into progress of transport with the Modality Client Portal
• The (automated) registration of Value Added Logistics (VAL)
  • Modality Maintenance & Repair module
  • Interface EWS for the performance of gas measurements
  • Monitoring of reefer containers
• The secure communication of pick-up authorisation

2. Transport planning

• Automatic retrieval of data seagoing vessel
• Interface HCN ensures accelerated pre-notification and up-to-date status information
• (Semi)automatic barge planning with the Planning Optimizer
• Enrichment of data to make the Modality system more intelligent

3. Transport execution and terminal operation

• Use of the barge and truck apps provides real-time insight into the progress of the transport
• Interfaces with e-CMR applications and our truck and/or barge app ensure that bills of lading are digitally available (immediately after signing)
• Interface with OCR software ensures up-to-date ‘Gate in’ and ‘Gate out’ administration
• Use of self-service desk for the efficient handling of incoming truck traffic
• Crane and reach stacker application supports crane operator and reach stacker driver in the unloading and loading process of ships and trains and helps to prioritise and locate containers
• Terminal tractor app provides fast access and handling of terminal tractors that continuously commute between terminal and loading/unloading address
• Offer truckers insight into availability containers/submission delivery reference with Reference Check module

4. Purchasing control and Invoicing

• The automatic matching of purchase rates with the operational transport data in the system
• The automatic matching of sales rates with the operational transport data in the system
• The automatic generation of sales invoices based on customer preferences
• The automatic conversion of ‘pro forma’ invoices into final invoices
• The automatic sending of invoices

This article is regularly updated and supplemented so that you always have an up-to-date overview of the optimisation possibilities within your logistics process. Would you like to know more about any of the options described above? Or do you want personal advice? Please contact our marketing and sales department directly through the contact form below.

Het bericht Process optimisation in inland container logistics verscheen eerst op Modality.

Reliable partner for inland container shipping between seaport and hinterland
With a fleet of approximately 30 vessels, HTS Intermodaal provides container transport by inland barge from point to point and from seaport to front door. High frequencies combined with fixed sailing schedules make HTS Intermodaal a reliable carrier between seaports and hinterland. As a frontrunner, HTS Intermodaal has been involved in the development of Nextlogic and HCN Barge and has provided Portbase and Modality with valuable input for the successful implementation of the HCN Barge API.

Benefits of using MCA Barge API
Making use of the HCN Barge API offers a number of significant benefits. The HCN Barge API makes it possible to both make terminal agreements and exchange container data directly from the Modality system. The HCN Barge API replaces the COPINO messages and ensures a much faster exchange of data. Furthermore, the data exchange between terminals and barge operators is much more comprehensive. Not only is it possible to directly pre-notify barge calls via the API, for example, but documentation, pin codes, availability, expected unloading date and customs blocks are immediately visible in the Modality system as well. Container (status) information and call and rotation data can be directly submitted to Portbase without needing to log in on separate web screens.

HTS Intermodaal plays crucial role in development HCN Barge API

Development HCN Barge API and internal implementation
HTS Intermodaal has already been successfully using the HCN API for some time. This took quite some work though.

Vincent: “The entire development process of the HCN Barge API in collaboration with Modality and Portbase took about a year, from the drawing board phase to the moment the pilot version was delivered. The preliminary phase in particular was very intensive. It took quite some time before the right people sat down together and all the API specifications were established. When the test phase commenced, Portbase and HTS coordinated almost hourly regarding the do’s and don’ts of the design of the Portbase system. After that, we were able to add additional fields fairly quickly and incorporate them into our own Modality system. We went live almost immediately after the pilot version was launched.”

Following the go-live of the pilot version, the API was implemented internally. Benjamin is responsible for the internal implementation and mentions that internally, it also took a while before the team was fully familiar with the new way of working.

Benjamin: “Especially in the initial phase, the planners of HTS were still somewhat reluctant to fully rely on the data that was collected via the API. For example, the Portbase website and the websites of deepsea carriers regularly showed differences, which led to a lack of confidence. After regularly comparing the data in the internal system with the data via the Portbase web screens for about three months, the confidence was there and the data in the Modality system became leading.”

API HCN 2.0
For HTS Intermodaal, the main condition in the development of the HCN Barge API was the ability to run customer service checklists. On the basis of these overviews at the trip level, colleagues can immediately see any matters that are not yet in order and require attention. Now that the first phase has been successfully completed, the development of API HCN 2.0 is on the priority list to anticipate the next steps in the development of HCN Barge.

Vincent: “We are currently working on the further optimisation between Nextlogic and HCN Barge. For example, Nextlogic does not yet optimally take into account the internal transport of containers within the port and the prioritisation of reefer containers.”

The Modality system of HTS Intermodaal communicates with many different systems. In recent years, cargo flows have increased to such an extent that the rapid and integral sharing of detailed information within all these systems is increasingly gaining in importance. Despite the fact that HTS has already realised many EDI interfaces, a lot of data is currently still being exchanged by e-mail. This exchange of data must be further automated in the future and more data needs to be shared at the detail level as well. HTS also has the option of making certain relevant transport data available to its customers via its own client web portal.

Connection and pre-notification costs HCN
As of the 1^st of July 2022, Portbase will charge a fee for the use of HCN. This entails connection costs, a fixed monthly fee and a contribution per pre-notification of a full container. For more information about the costs of and participation in HCN, please consult the Portbase website.

As stated previously, all intermodal carriers must be connected to HCN by the 31^st of December 2022 at the latest. This applies to HCN Barge, HCN Road and HCN Rail. Not yet connected? Please contact us as soon as possible to schedule the integration!

Het bericht HTS Intermodaal plays crucial role in development HCN Barge API verscheen eerst op Modality.

Connection with Certified Pick up
The CPu regulation puts an end to the release of containers by means of a pin code in the port of Antwerp. Whereas previously the pin code was often communicated to various carriers by email, a release right is now only generated when the final carrier is known. The identity of the carrier is checked on the basis of the Alfapass and a finger scan. Two platforms are currently available in Antwerp that are compliant with the new CPu regulation. These are the CPu platform (from NxtPort) and Secure Container Release (from T-Mining). Modality supports connections with both platforms. The Secure Container Release (SCR) from T-Mining uses innovative blockchain technology whereby the original PIN is replaced by a digital token. This can be done via a direct system interface between your own software and SCR or by making use of the SCR web application. In collaboration with Contargo, an interface with the Modality system has been developed that ensures that release rights are automatically retrieved and assigned to the correct driver or carrier.

Marc: “We have opted for the SCR API because we want to download pure data into our Modality system in real-time and do not want colleagues to additionally log in on separate web screens. Now, we still perform all steps manually, such as retrieving the pin code and assigning a driver. Soon, this must all take place fully automatically.”

Enhanced security and efficiency
The SCR API therefore not only contributes to increased security, but also makes the planning process more efficient.

Marc: “We work with a dynamic driver pool in which we schedule 95% of the hired drivers ourselves. If we can implement the new process as planned, then we can retrieve the release with one click of the mouse and assign it to the correct driver and Alfapass. If we do not plan the drivers ourselves, the release can be assigned directly to another carrier. The need for manual pre-notification will consequently be eliminated.”

Secure release thanks to blockchain technology
The technology behind T-Mining’s SCR is based on the technology behind Bitcoin. Thanks to blockchain technology, PIN codes are replaced by codes that can be passed on to another party. That party then has the right to collect the container; the token guarantees that this right remains unique and cannot be used in a fraudulent manner. When the token has been passed on, the original owner no longer has it and therefore no longer has the right to collect a container. This is in contrast to the use of PIN codes, which you can forward but which are not unique and therefore susceptible to fraud. Furthermore, SCR uses decentralised technology to exchange data about the container and the parties involved. Unlike with a Cloud platform, this information is not stored in a central location. Only the recipient and the sender of the token receive the data. This means commercial privacy is guaranteed; for example, it is not possible for a third party to find out which organisations are collaborating with each other.

Contargo first carrier to link up with SCR through Modality system
Contargo Road Logistics is the first party to respond to the new developments and to commission an interface between the Modality system and SCR via the SCR API. The interface was installed in the middle of last month. The pilot is now entering the final phase and preparations are being made for the launch.

Marc: “The SCR API specifications were announced in June 2021. We started testing a few weeks ago. For a project of this magnitude, that is a fairly smooth turnaround time, especially when you consider that we had to build everything within Modality from scratch. In terms of this project, I am particularly pleased with the product that has been delivered and the manner in which the functionality has been implemented in the system.”

From the very start, several colleagues within Contargo Road Logistics have been involved in the project. Now that the test phase has been successfully completed and the last ‘teething problems’ have been resolved, the interface is demonstrated internally to the coordinator and next rolled out to the various team members in phases.

Marc: “My colleagues are my customers. It is important that the input of the end users is incorporated in the development process in an early stage.”

Next steps
Once the new functionality has been released to the end users, Marc wants to focus on automating the last steps within the process. For example, release rights must be automatically transferred to the carrier when a journey is not planned by Contargo itself; furthermore, they must be assigned directly to a driver’s Alfapass if Contargo does manage the planning. Once this project has been successfully completed, sister company Contargo Waterway Logistics will be switched to the new interface as well.

Marc: “The collaboration with Modality is pleasant, because we have been working together for years already and speak the same language. Once you have insight into the entire process, you are able to determine what you can automate and the conditions under which this can take place. With input from both sides, we always come to a workable solution in that respect.”

Would you like to learn more about the integration with T-Mining or NxtPort? Please contact us right now!

Het bericht Contargo Road first party to integrate interface with T-Mining verscheen eerst op Modality.