A Port Community System at Groningen Seaports
MSc Business
Faculty of Economics and Business
A Port Community System at Groningen Seaports
Master thesis
by
Rick Overwijk
Supervisors:
Prof. dr. H.G. Sol
Dr. C.W. Tan (co-assessor)
usiness Administration: Business & ICT
Faculty of Economics and Business
University of Groningen
November 2011
Oldemarktseweg 165
8341 SE Steenwijkerwold
+31 6 38 32 36 03
rick@overwijk.eu
1552465
1A Port Community System at Groningen Seaports
A PORT COMMUNITY SYSTEM AT GRONINGEN SEAPORTS
This study shows the added value of a Port Community System for a smaller Dutch which mainly handles bulk cargo for local industries.
of an exploratory case study considering the possible introduction of Portba Groningen seaports. Main outcome is that
the agents and to a lesser extent the port authority and wishes in the current situation
introduction of a national maritime single window for communication between commercial and governmental parties will have significant impact.
Keywords: Port Community System, port e single window.
Research theme: Business & ICT
Supervisors: prof. dr. H.G. Sol, dr. C.W. Tan
A PORT COMMUNITY SYSTEM AT GRONINGEN SEAPORTS ABSTRACT
the added value of a Port Community System for a smaller Dutch
which mainly handles bulk cargo for local industries. Research has been conducted by means of an exploratory case study considering the possible introduction of Portba
Main outcome is that a Port Community System provides added value for the agents and to a lesser extent the port authority, when considering perceived bottlenecks and wishes in the current situation. Additionally this research shows that the mandatory introduction of a national maritime single window for communication between commercial and governmental parties will have significant impact.
Port Community System, port e-logistics, Groningen Seaports, Portbase,
Research theme: Business & ICT
Supervisors: prof. dr. H.G. Sol, dr. C.W. Tan
2 A PORT COMMUNITY SYSTEM AT GRONINGEN SEAPORTS
the added value of a Port Community System for a smaller Dutch sea port Research has been conducted by means of an exploratory case study considering the possible introduction of Portbase in the provides added value for , when considering perceived bottlenecks shows that the mandatory introduction of a national maritime single window for communication between commercial
This thesis has been written as a graduation assignment for my master study in the Business & ICT at the University of Groningen. I
and November 2011, during an internship at Groningen Seaports, the port authority which is responsible for the ports of Delfzijl and Eemshaven.
Several people deserve some words of thanks for their support during th
my supervisor at the university, prof. dr. Sol who introduced the subject to me and provided constructive feedback during several meetings and e
thank dr. Tan for his contribution as a co
Furthermore I would like to thank the various contributed by answering and discussing the individual words of thanks.
internship. He supported me by reading and discussing my research progress over and over again. Also I often went to Heino van der Sluis
detailed information about the
Groningen seaports. Additionally I would like to thank the participants conducted.
Looking back this master thesis was a challenging assignment which g to improve my scientific research skills. Also
me to learn a great deal about the maritime sector.
ACKNOWLEDGEMENTS
as a graduation assignment for my master study in the niversity of Groningen. I have conducted this research
during an internship at Groningen Seaports, the port authority which is responsible for the ports of Delfzijl and Eemshaven.
Several people deserve some words of thanks for their support during this research. First of all my supervisor at the university, prof. dr. Sol who introduced the subject to me and provided constructive feedback during several meetings and e-mail conversations. Also I would like to
Tan for his contribution as a co-assessor.
I would like to thank the various people from Groningen Sea by answering and discussing the many questions I had. Some
individual words of thanks. Menno Kuiper enthusiastically supervised me during internship. He supported me by reading and discussing my research progress over and over
I often went to Heino van der Sluis and Ronald Smits who detailed information about the information systems which are currently
Groningen seaports. Additionally I would like to thank the participants during the
Looking back this master thesis was a challenging assignment which gave me the opportunity to improve my scientific research skills. Also I really enjoyed my internship,
me to learn a great deal about the maritime sector.
3 as a graduation assignment for my master study in the area of have conducted this research between May during an internship at Groningen Seaports, the port authority which is
is research. First of all my supervisor at the university, prof. dr. Sol who introduced the subject to me and provided Also I would like to
people from Groningen Seaports who ome of them require ervised me during my internship. He supported me by reading and discussing my research progress over and over who provided me with which are currently being used in the during the interviews I
1 INTRODUCTION ... 1.1 Background ... 1.2 Problem statement ...
1.2.1 Research objective and question 1.2.2 Sub-questions ... 1.3 Research method ...
1.3.1 Literature review ... 1.3.2 Exploratory case study
1.4 Structure of the paper ... 2 THEORETICAL FRAMEWORK
2.1 Port logistics and digital information exchange 2.1.1 Container transport
2.1.2 Ports in the global supply chain 2.1.3 Less developed ports
2.1.4 Several models ...
2.2 Digital information exchange between the port authority and other stakeholders 2.2.1 Container transport
2.2.2 Port authorities and the global supply chain 2.3 Port Community Systems
2.3.1 Definitions ...
2.3.2 Economic potentials for a PCS in the Netherlands 2.3.3 A regional or global PCS
2.3.4 Implementing a PCS
2.3.5 Evaluating a PCS ... 2.3.6 PCSs in less developed ports
2.4 Conclusion ... 3 THE CURRENT SITUATION
3.1 The main cargo flows ... 3.1.1 Additional remarks
3.2 Physical flows ... 3.2.1 Minerals - export salt
3.2.2 Crude oil products – 3.2.3 Chemical products 3.2.4 Ores – import alum earth
3.3 Information flows ... 3.4 The agent ...
3.4.1 Communication ... 3.4.2 Planning and registration
3.4.3 Bottlenecks and wishes
3.5 The port authority ... 3.5.1 Arrival ... 3.5.2 Departure ... 3.5.3 Planning and registration 3.5.4 Bottlenecks and wishes 3.6 The pilot ...
3.6.1 Arrival ... 3.6.2 Departure ... 3.6.3 Planning and registration
TABLE OF CONTENTS
... ...
... ch objective and question ...
... ...
... 1.3.2 Exploratory case study ...
... 2 THEORETICAL FRAMEWORK ...
2.1 Port logistics and digital information exchange ... ... Ports in the global supply chain ...
2.1.3 Less developed ports ... ... 2.2 Digital information exchange between the port authority and other stakeholders
... 2.2.2 Port authorities and the global supply chain ... 2.3 Port Community Systems ...
... potentials for a PCS in the Netherlands ... 2.3.3 A regional or global PCS ...
2.3.4 Implementing a PCS... ... in less developed ports ...
...
3 THE CURRENT SITUATION ... ...
... ...
export salt ... – export bitumen mixed with tar ...
3.2.3 Chemical products – export bio-methanol ... import alum earth ...
... ...
... 3.4.2 Planning and registration ...
3.4.3 Bottlenecks and wishes ... ... ...
... 3.5.3 Planning and registration ...
3.5.4 Bottlenecks and wishes ... ...
... ... 3.6.3 Planning and registration ...
4 ... 7 ... 7 ... 8 ... 9 ... 10 ... 11 ... 11 ... 11 ... 12 ... 13 ... 13 ... 13 ... 14 ... 16 ... 16
2.2 Digital information exchange between the port authority and other stakeholders ... 16
3.6.4 Bottlenecks and wishes 3.7 The boatmen ...
3.7.1 Arrival ... 3.7.2 Departure ... 3.7.3 Operational activities
3.7.4 Bottlenecks and wishes 3.8 The stevedore ...
3.9 The tugging company ... 3.9.1 Arrival ...
3.9.2 Departure ... 3.9.3 Planning and registration 3.9.4 Bottlenecks and wishes
3.10 Other stakeholders ... 3.11 Customs ...
3.11.1 Arrival ... 3.11.2 Departure ... 3.11.3 Planning and registration 3.11.4 Bottlenecks and wishes 3.12 Immigration ...
3.12.1 Arrival ... 3.12.2 Departure ... 3.12.3 Planning and registration 3.12.4 Bottlenecks and wishes
3.13 Concluding remarks ... 4 POTENTIAL PORT COMMUNITY SYSTEMS
4.1 The single window concept
4.1.1 Safeseanet ...
4.2 The European Port Community System Association 4.2.1 A Port Community System definition
4.2.2 EPCSA and the Single window concept 4.3 PCS developers ... 4.3.1 Portbase ... 4.3.2 Dbh ... 4.3.3 Destin8 ... 4.3.4 DAKOSY ... 4.3.5 Cargonaut ... 4.3.6 A comparison ... 4.3 Concluding remarks ... 5 PORTBASE ...
5.1 NHIS and related systems
5.1.1 Background ... 5.1.2 NHIS ...
5.1.3 Related systems ... 5.1.4 Systems architecture
5.2 Relevant Portbase functionalities
5.2.1 Portbase as a replacement for NHIS 5.2.2 Vessel notification ... 5.2.3 Notification dangerous goods
5.2.4 Notification waste disposal
3.6.4 Bottlenecks and wishes ... ...
... ...
l activities ... 3.7.4 Bottlenecks and wishes ...
...
... ...
... 3.9.3 Planning and registration ...
3.9.4 Bottlenecks and wishes ... ... ...
... ... and registration ... 3.11.4 Bottlenecks and wishes ...
... ...
... 3.12.3 Planning and registration ... 3.12.4 Bottlenecks and wishes ...
... 4 POTENTIAL PORT COMMUNITY SYSTEMS...
ngle window concept ... ...
4.2 The European Port Community System Association ...
4.2.1 A Port Community System definition ... 4.2.2 EPCSA and the Single window concept ...
... ... ... ... ... ... ... ... ...
5.1 NHIS and related systems ... ...
...
... 5.1.4 Systems architecture ... 5.2 Relevant Portbase functionalities ...
as a replacement for NHIS ... ... 5.2.3 Notification dangerous goods ...
5.2.4 Notification waste disposal ...
5.2.5 Customised statement harbour dues 5.2.6 Project seaports statistics
5.2.7 Functionalities to provide information for customs 5.2.8 Related systems ...
5.2.9 Systems architecture
5.3 The Groningen Seaports with Portbase
5.4 The added value of Portbase in the current situation
5.4.1 One system for information exchange within the port community 5.4.2 NHIS Port booking is incomplet
5.4.3 Our system for customs declarations is not user 5.5 Costs and savings Portbase
5.5.1 Costs and savings port authority 5.5.2 Costs and savings agent
5.6 The single window developments and Portbase 5.5.1 Impact on costs and savings
5.7 Additional solutions ... 5.7.1 Reliable ETA’s and ETD’s in NHIS 5.7.2 Functional changes in NHIS
5.7.3 Direct link between NHIS port control and interactive map 5.7.4 Reliable UMTS network in the Eemsmond area
5.7.5 Extra communication channels 5.8 Concluding remarks ... 6 CONCLUSIONS AND RECOMMENDATIONS
6.1 Conclusions ... 6.2 Recommendations ... 6.3 Limitations ... REFERENCES ... APPENDIX A ...
Appendix A1: Transaction and governance layer salt, bio
Appendix A2: Transaction and governance layer bitumen mixed with tar Appendix A3: Pre-announcement ship process
Appendix A4: Customs and immigration declarations process agent 1 Appendix A5: Customs and immigration declaration pro
Appendix A6: Vessel information update process agent
Appendix A7: Vessel information update process when ship nears port Appendix A8: Declaration port dues process
APPENDIX B ... APPENDIX C ... APPENDIX D ...
Appendix D1: Pre-announcement ship, customs and immigration declarations process with Portbase Part 1 ...
Appendix D2: Pre-announcement ship, customs and Portbase Part 2 ...
Appendix D3: Vessel information update process agent with Portbase Appendix D4: Declaration port dues process with Portbase
LIST OF ABREVIATIONS ... DEFINITIONS ...
5.2.5 Customised statement harbour dues ... 5.2.6 Project seaports statistics ...
5.2.7 Functionalities to provide information for customs ... ... 5.2.9 Systems architecture ... 5.3 The Groningen Seaports with Portbase ... 5.4 The added value of Portbase in the current situation ...
5.4.1 One system for information exchange within the port community
5.4.2 NHIS Port booking is incomplete ... 5.4.3 Our system for customs declarations is not user-friendly ... 5.5 Costs and savings Portbase ...
5.1 Costs and savings port authority ...
5.5.2 Costs and savings agent ... 5.6 The single window developments and Portbase ...
5.5.1 Impact on costs and savings ...
... 5.7.1 Reliable ETA’s and ETD’s in NHIS ... 5.7.2 Functional changes in NHIS ...
5.7.3 Direct link between NHIS port control and interactive map ... 5.7.4 Reliable UMTS network in the Eemsmond area ...
5.7.5 Extra communication channels ... ... 6 CONCLUSIONS AND RECOMMENDATIONS...
... ... ... ... ...
Appendix A1: Transaction and governance layer salt, bio-methanol and alum earth Appendix A2: Transaction and governance layer bitumen mixed with tar
announcement ship process ... Appendix A4: Customs and immigration declarations process agent 1 ... Appendix A5: Customs and immigration declaration process agent 2 ... Appendix A6: Vessel information update process agent ...
Appendix A7: Vessel information update process when ship nears port ... Appendix A8: Declaration port dues process ...
... ... ...
ncement ship, customs and immigration declarations process with ...
announcement ship, customs and immigration declarations process with ...
Appendix D3: Vessel information update process agent with Portbase ... Appendix D4: Declaration port dues process with Portbase ...
... ... 6 ... 62 ... 62 ... 63 ... 64 ... 64 ... 65 ... 66
5.4.1 One system for information exchange within the port community ... 66
... 67 ... 68 ... 68 ... 68 ... 70 ... 70 ... 72 ... 72 ... 72 ... 73 ... 74 ... 74 ... 74 ... 75 ... 77 ... 77 ... 79 ... 81 ... 82 ... 87
methanol and alum earth ... 87
Appendix A2: Transaction and governance layer bitumen mixed with tar ... 88
... 89 ... 90 ... 91 ... 92 ... 93 ... 94 ... 95 ... 98 ... 99
ncement ship, customs and immigration declarations process with ... 99
immigration declarations process with ... 100
... 101
... 102
... 103
1.1 Background
The logistical processes in a modern port are complex entities which involve a variety of parties, such as: the shipping company, customs, the agents and the
information exchange between these parties becomes more and more digitalised in various information systems. The complexity of these processes increases and the demand for fast and reliable information rises. Therefore, the indust
exchange of information. Systems which provide support for the information exchange between companies in a port are called Port Community Systems (PCS). Exchanged information for example consists of notificatio
authority and import and export declarations for customs.
PCSs are complex and expensive systems; therefore not many companies are able to develop and exploit these. The various European countries with a dire
PCS developers. Six of these recently started the European Port Community Systems Association (EPCSA), to ensure that the importance of the systems is being recognised by the European Union. Among these six companies there
called Portbase1.
Portbase was founded in 2002 by the Port of Rotterdam, at that time the company was known as Port Infolink. In 2009 the port of Amsterdam took a share of 25% in the company and its name was changed to Portbase. The functionalities which this PCS offers have therefore initially been tailored to the needs of these two ports. Currently the company aims to expand its activities to the other Dutch seaports
In the north of the Netherlands two fast g
Delfzijl, together these are called the Groningen seaports. This combination of ports and surrounding industrial areas is managed by one port authority, which is also called Groningen Seaports (GSP). Due to its unique location and broad range of facilities, these ports together are able to house the widest variety of companies possible in the Netherlands, ranging from
1
Website EPCSA.
2
Website Portbase and European Port Community System Association [EPCSA] (2011).
1 INTRODUCTION
The logistical processes in a modern port are complex entities which involve a variety of parties, such as: the shipping company, customs, the agents and the port authority. Today the information exchange between these parties becomes more and more digitalised in various information systems. The complexity of these processes increases and the demand for fast and reliable information rises. Therefore, the industry is increasingly turning towards electronic exchange of information. Systems which provide support for the information exchange between companies in a port are called Port Community Systems (PCS). Exchanged information for example consists of notifications about waste and dangerous goods to the port authority and import and export declarations for customs.
PCSs are complex and expensive systems; therefore not many companies are able to develop and exploit these. The various European countries with a direct link to the sea have their own PCS developers. Six of these recently started the European Port Community Systems Association (EPCSA), to ensure that the importance of the systems is being recognised by the European Union. Among these six companies there is one Dutch PCS developer and operator,
Portbase was founded in 2002 by the Port of Rotterdam, at that time the company was known as Port Infolink. In 2009 the port of Amsterdam took a share of 25% in the company and its ed to Portbase. The functionalities which this PCS offers have therefore initially been tailored to the needs of these two ports. Currently the company aims to expand its activities to the other Dutch seaports2.
In the north of the Netherlands two fast growing port areas are located, Eemshaven and Delfzijl, together these are called the Groningen seaports. This combination of ports and surrounding industrial areas is managed by one port authority, which is also called Groningen unique location and broad range of facilities, these ports together are able to house the widest variety of companies possible in the Netherlands, ranging from
Website Portbase and European Port Community System Association [EPCSA] (2011).
7 The logistical processes in a modern port are complex entities which involve a variety of port authority. Today the information exchange between these parties becomes more and more digitalised in various information systems. The complexity of these processes increases and the demand for fast and ry is increasingly turning towards electronic exchange of information. Systems which provide support for the information exchange between companies in a port are called Port Community Systems (PCS). Exchanged ns about waste and dangerous goods to the port
PCSs are complex and expensive systems; therefore not many companies are able to develop ct link to the sea have their own PCS developers. Six of these recently started the European Port Community Systems Association (EPCSA), to ensure that the importance of the systems is being recognised by the is one Dutch PCS developer and operator,
Portbase was founded in 2002 by the Port of Rotterdam, at that time the company was known as Port Infolink. In 2009 the port of Amsterdam took a share of 25% in the company and its ed to Portbase. The functionalities which this PCS offers have therefore initially been tailored to the needs of these two ports. Currently the company aims to expand
small companies to the heaviest industrial factories. GSP is a governmental organisation, with its main office in Delfzijl. The company had a turnover of 37 million Euros in 2010. During that year the two port areas together provided jobs to 5,346 people directly and 10,725 indirectly. Therefore, the Groningen seaports together can be seen as importa
for the upper north of the Netherlands. Over the year 2010 the Groningen Seaports handled 7,622,000 tons of cargo (by inland and sea
achieved in the industrial sector. Therefore, 92% of the cargo port consists of bulk products, as can be seen in figure 1.1
Figure 1.1: Incoming/Outgoing Cargo 2010 by Category (GSP, 2011)
Some projects which catch the eye for the Eemshaven area are: A new power plant by Nuon, fuelled by natural gas, which will be able to generate 1200MW, equivalent to the usage of two million households; A new power plant by RWE, fuelled by a combination of crushed stone coal and biomass, which will be able to generate 1600MW; And an oil terminal by
which can initially store 660,000m³, but has a growth potential to 2.76 million m³. The Delfzijl area is known for its extensive chemical industry
1.2 Problem statement
Initially it seems obvious for fast growing modern ports like the Groningen s
introduce the PCS, developed by the Dutch organisation Portbase. However, after a request from the port authority GSP and an initial investigation by the author, it became clear that this is not as easy as it seems and it certainly needs more in
Portbase is tailored to the needs of Rotterdam and Amsterdam, two ports with a completely different structure when compared to the Groningen seaports. For example when compared to
3
Groningen Seaports [GSP] (2011a) and website GSP.
4
Website GSP.
small companies to the heaviest industrial factories. GSP is a governmental organisation, with ts main office in Delfzijl. The company had a turnover of 37 million Euros in 2010. During that year the two port areas together provided jobs to 5,346 people directly and 10,725 indirectly. Therefore, the Groningen seaports together can be seen as importa
for the upper north of the Netherlands. Over the year 2010 the Groningen Seaports handled 7,622,000 tons of cargo (by inland and sea-going vessels). Today the fastest growth is achieved in the industrial sector. Therefore, 92% of the cargo which is being handled in the
ts, as can be seen in figure 1.13.
: Incoming/Outgoing Cargo 2010 by Category (GSP, 2011)
Some projects which catch the eye for the Eemshaven area are: A new power plant by Nuon, ed by natural gas, which will be able to generate 1200MW, equivalent to the usage of two million households; A new power plant by RWE, fuelled by a combination of crushed stone coal and biomass, which will be able to generate 1600MW; And an oil terminal by
which can initially store 660,000m³, but has a growth potential to 2.76 million m³. The Delfzijl area is known for its extensive chemical industry4.
Initially it seems obvious for fast growing modern ports like the Groningen s
introduce the PCS, developed by the Dutch organisation Portbase. However, after a request from the port authority GSP and an initial investigation by the author, it became clear that this is not as easy as it seems and it certainly needs more in-depth exploration.
Portbase is tailored to the needs of Rotterdam and Amsterdam, two ports with a completely different structure when compared to the Groningen seaports. For example when compared to
[GSP] (2011a) and website GSP.
8 small companies to the heaviest industrial factories. GSP is a governmental organisation, with ts main office in Delfzijl. The company had a turnover of 37 million Euros in 2010. During that year the two port areas together provided jobs to 5,346 people directly and 10,725 indirectly. Therefore, the Groningen seaports together can be seen as important job providers for the upper north of the Netherlands. Over the year 2010 the Groningen Seaports handled going vessels). Today the fastest growth is which is being handled in the
Some projects which catch the eye for the Eemshaven area are: A new power plant by Nuon, ed by natural gas, which will be able to generate 1200MW, equivalent to the usage of two million households; A new power plant by RWE, fuelled by a combination of crushed stone coal and biomass, which will be able to generate 1600MW; And an oil terminal by Vopak, which can initially store 660,000m³, but has a growth potential to 2.76 million m³. The
Initially it seems obvious for fast growing modern ports like the Groningen seaports to introduce the PCS, developed by the Dutch organisation Portbase. However, after a request from the port authority GSP and an initial investigation by the author, it became clear that this
the port of Rotterdam, in 2010 the Groningen seaports considering the total amount of
Groningen seaports in essence can be seen as industrial ports, while Rotterdam handles a relatively large amount of container
facts among others cause that the Groningen seaports have a different balance in the relationships and interests between the stakeholders in their relative port communities. In addition it is noteworthy that like most information sy
when it is being used by more actors. Also the implementation of a PCS takes a large investment, which will need to be paid for and therefore supported by a reasonable amount of stakeholders.
In 2009 the port authority GSP facilitated an initial but limited research to the feasibility of Portbase at that moment, which shows the following relevant results (Bruijn A. & Kuiper, M., 2009):
- Integration with Portbase involves high costs of
- Integration with Portbase involves changes and risks to related business processes of GSP as an organisation. However these have
research.
- The added value of Portbase is limited for the type of Groningen seaports.
- The pricing structure of Portbase involves that small ports need to pay relatively high costs for the functionalities which are being offered.
This research in 2009 suggested postponing a final decision
An important suggestion for further research regarding this decision
exploration of the logistics processes and desirable developments within the Groningen seaports.
1.2.1 Research objective and ques
Based on the situation described above, the objective of this research was as follows.
Provide advice on the added value of a Port Community System at smaller Dutch seaports which mainly handle (bulk) cargo for local industries.
This objective has been made operational in the following research question:
5
GSP (2011a) and Website Port of Rotterdam.
the port of Rotterdam, in 2010 the Groningen seaports together where 56 times as small, considering the total amount of transferred cargo5. Another important difference is that the Groningen seaports in essence can be seen as industrial ports, while Rotterdam handles a relatively large amount of container cargo and therefore can be seen as a transit port. These facts among others cause that the Groningen seaports have a different balance in the relationships and interests between the stakeholders in their relative port communities. In
thy that like most information systems, the benefit of a PCS
when it is being used by more actors. Also the implementation of a PCS takes a large investment, which will need to be paid for and therefore supported by a reasonable amount of
In 2009 the port authority GSP facilitated an initial but limited research to the feasibility of Portbase at that moment, which shows the following relevant results (Bruijn A. & Kuiper, M.,
Integration with Portbase involves high costs of investment and exploitation.
Integration with Portbase involves changes and risks to related business processes of GSP as an organisation. However these have not been investigated during this
The added value of Portbase is limited for the type of cargo flow logistics within the
The pricing structure of Portbase involves that small ports need to pay relatively high costs for the functionalities which are being offered.
This research in 2009 suggested postponing a final decision about the integration of Portbase. An important suggestion for further research regarding this decision included an
exploration of the logistics processes and desirable developments within the Groningen
1.2.1 Research objective and question
Based on the situation described above, the objective of this research was as follows.
Provide advice on the added value of a Port Community System at smaller Dutch seaports which mainly handle (bulk) cargo for local industries.
en made operational in the following research question:
Rotterdam.
9 together where 56 times as small, . Another important difference is that the Groningen seaports in essence can be seen as industrial ports, while Rotterdam handles a cargo and therefore can be seen as a transit port. These facts among others cause that the Groningen seaports have a different balance in the relationships and interests between the stakeholders in their relative port communities. In stems, the benefit of a PCS increases when it is being used by more actors. Also the implementation of a PCS takes a large investment, which will need to be paid for and therefore supported by a reasonable amount of
In 2009 the port authority GSP facilitated an initial but limited research to the feasibility of Portbase at that moment, which shows the following relevant results (Bruijn A. & Kuiper, M.,
investment and exploitation.
Integration with Portbase involves changes and risks to related business processes of not been investigated during this
cargo flow logistics within the
The pricing structure of Portbase involves that small ports need to pay relatively high
about the integration of Portbase. included an in-depth exploration of the logistics processes and desirable developments within the Groningen
Based on the situation described above, the objective of this research was as follows.
Provide advice on the added value of a Port Community System at smaller Dutch seaports
To what extent does a Port Community System provide added value at smaller Dutch seaports which mainly handle (bulk) cargo for local industries?
The research objective and question have purposefully
the results of this research will also be applicable at similar seaports facing the same dilemma.
1.2.2 Sub-questions
1. What are the steps in the logistical processes of the most important cargo flows between the stakeholders in the Groningen seaports?
Before the advantages of a PCS for the Groningen Seaports can be determined, first the most important logistical processes need to be fully understood.
2. How are information systems currently supporting the information ex logistical processes for the various stakeholders in the Groningen seaports?
The answer to this question shows which information systems are being used by various stakeholders in the selected logistical processes and how these are being
3. What are the bottlenecks and wishes in terms of information exchange for the various stakeholders in the logistical processes of the Groningen seaports?
After the current situation is understood it is important to
bottlenecks and wishes considering information exchange by the stakeholders in the selected cargo flows.
4. What options are available in a Port Community System to meet the wishes of the various stakeholders in the most important logistical processes of the Groningen seaports?
This question investigates various PCSs and what these are able to offer for the Groningen seaports. Also their possible role in European developments is taken into account.
5. What functionalities are being offered by Portbase for smaller Dutch seaports which mainly handle (bulk) cargo for local industries?
From this point the research focus will be on Portbase, as this is the only Dutch PCS, developed for Rotterdam and Ams
option for the Groningen seaports when considering a PCS.
6. To what extent does Portbase offer added value for the various stakeholders in the most important logistical processes of the Groningen seaports?
To what extent does a Port Community System provide added value at smaller Dutch seaports which mainly handle (bulk) cargo for local industries?
The research objective and question have purposefully been kept universal, emphasising that the results of this research will also be applicable at similar seaports facing the same dilemma.
in the logistical processes of the most important cargo flows eholders in the Groningen seaports?
Before the advantages of a PCS for the Groningen Seaports can be determined, first the most important logistical processes need to be fully understood.
How are information systems currently supporting the information ex logistical processes for the various stakeholders in the Groningen seaports?
The answer to this question shows which information systems are being used by various stakeholders in the selected logistical processes and how these are being
What are the bottlenecks and wishes in terms of information exchange for the various stakeholders in the logistical processes of the Groningen seaports?
ent situation is understood it is important to determine
and wishes considering information exchange by the stakeholders in the
What options are available in a Port Community System to meet the wishes of the ous stakeholders in the most important logistical processes of the Groningen
This question investigates various PCSs and what these are able to offer for the Groningen seaports. Also their possible role in European developments is taken into
What functionalities are being offered by Portbase for smaller Dutch seaports which mainly handle (bulk) cargo for local industries?
From this point the research focus will be on Portbase, as this is the only Dutch PCS, developed for Rotterdam and Amsterdam and therefore seems to be the most obvious option for the Groningen seaports when considering a PCS.
To what extent does Portbase offer added value for the various stakeholders in the most important logistical processes of the Groningen seaports?
10
To what extent does a Port Community System provide added value at smaller Dutch seaports
been kept universal, emphasising that the results of this research will also be applicable at similar seaports facing the same dilemma.
in the logistical processes of the most important cargo flows
Before the advantages of a PCS for the Groningen Seaports can be determined, first the most important logistical processes need to be fully understood.
How are information systems currently supporting the information exchange in these logistical processes for the various stakeholders in the Groningen seaports?
The answer to this question shows which information systems are being used by the various stakeholders in the selected logistical processes and how these are being used.
What are the bottlenecks and wishes in terms of information exchange for the various
determine possible and wishes considering information exchange by the stakeholders in the
What options are available in a Port Community System to meet the wishes of the ous stakeholders in the most important logistical processes of the Groningen
This question investigates various PCSs and what these are able to offer for the Groningen seaports. Also their possible role in European developments is taken into
What functionalities are being offered by Portbase for smaller Dutch seaports which
From this point the research focus will be on Portbase, as this is the only Dutch PCS, terdam and therefore seems to be the most obvious
A PCS like Portbase will take a large investment which needs to be carried (indirectly) by its stakeholders in the port community. Therefore, it needs to provide added value for these to be feasible in the Groningen seaports.
1.3 Research method
The research conducted for this paper, started with a literature review. This
an exploratory case study, by means of field research within the Groningen seaports. A summarised research planning is shown in table 1.1.
May –June Literature re
July - September Exploratory case study
September - October Processing research results into Master thesis
Table 1.1: Research planning
1.3.1 Literature review
The literature review aimed at the
to ensure its added value to current knowledge. A search plan was made with a focus on the following subjects: port community systems, port logistics and digital information exchange and digital information exchange between the port authority and other stakeholders. The limiters of the subject area are shown in table 1.2.
Knowledge area: Business and ICT Language(s): English and Dutch
Period: 2000-2011
Database(s): Thesis database Economics premier, Picarta and Scopus. Article deadline: 27May 2011
Table 1.2 Limiters of the subject area.
The research provided 27 results which initially seemed relevant reading the articles and books, 19 relevant results remained.
1.3.2 Exploratory case study
The exploratory case study within the Groningen seaports consists of several parts as shown in the research model in figure 1.2.
PCS solutions Current
situation
Figure 1.2: Research model case study
PCS like Portbase will take a large investment which needs to be carried (indirectly) by its stakeholders in the port community. Therefore, it needs to provide added value for these to be feasible in the Groningen seaports.
The research conducted for this paper, started with a literature review. This
an exploratory case study, by means of field research within the Groningen seaports. A summarised research planning is shown in table 1.1.
Literature review Exploratory case study
Processing research results into Master thesis
1.3.1 Literature review
The literature review aimed at the provision of a clear scientific foundation for this research, to ensure its added value to current knowledge. A search plan was made with a focus on the following subjects: port community systems, port logistics and digital information exchange information exchange between the port authority and other stakeholders. The limiters of the subject area are shown in table 1.2.
Business and ICT English and Dutch
2011
Thesis database Economics and Business RUG, Business source premier, Picarta and Scopus.
ay 2011 Table 1.2 Limiters of the subject area.
The research provided 27 results which initially seemed relevant, based on abstracts. A reading the articles and books, 19 relevant results remained.
1.3.2 Exploratory case study
The exploratory case study within the Groningen seaports consists of several parts as shown in the research model in figure 1.2.
PCS solutions Impact
Portbase Analysis
ase study
11 PCS like Portbase will take a large investment which needs to be carried (indirectly) by its stakeholders in the port community. Therefore, it needs to provide added value
The research conducted for this paper, started with a literature review. This was followed by an exploratory case study, by means of field research within the Groningen seaports. A
Theoretical research Field research Wrap up
provision of a clear scientific foundation for this research, to ensure its added value to current knowledge. A search plan was made with a focus on the following subjects: port community systems, port logistics and digital information exchange information exchange between the port authority and other stakeholders. The
and Business RUG, Business source
, based on abstracts. After
The exploratory case study within the Groningen seaports consists of several parts as shown
The first part of this case study started by selecting the four most important cargo flows in the Groningen seaports. Within these flows the most important stakeholders where determined. This was followed by an analysis about which information is being exchanged between them; how this information is being used; and what communication tools are being used. Also possible bottlenecks and wishes considering current information exchange were discussed with the selected stakeholders. All information in the first part has been gathered by means of semi-structured interviews with the selected stakeholders, sometimes supplemented with clarifying documents.
During the second part, various PCSs which are being used by a se
were investigated. Relevant developments on a European level have also been taken into account. All information in this second part has been gathered by means of an analysis of the websites of the PCS developers, supplemented with
European Union.
The third part explored the impact of Portbase, based on a comparison between
new situation with Portbase and the old situation without Portbase in the Groningen seaports. Furthermore, it is determined which bottlenecks and wishes can be solved by Portbase. Also alternative solutions are being provided. Subsequently an initial cost
provided. The information in this third part has been gathered by means of a semi interview with Portbase and Dirkzwager, supplemented with clarifying documents.
The exploratory case study ends with a conclusion about the added value of Portbase for the Groningen seaports, supplemented with
1.4 Structure of the paper
This paper starts with a theoretical framework, which provides a scientific foundation for this research in chapter 2. During chapter 3 the logistical processes within the most important cargo flows of the Groningen seaports are being discussed, supplement
the bottlenecks and wishes, as these are being perceived by the stakeholders in these processes. Chapter 4 provides an overview of various PCS developers and their role in current European developments. The ability of Portbase to pro
5. Conclusions and recommendations are provided in chapter 6.
The first part of this case study started by selecting the four most important cargo flows in the Groningen seaports. Within these flows the most important stakeholders where determined. analysis about which information is being exchanged between them; how this information is being used; and what communication tools are being used. Also possible bottlenecks and wishes considering current information exchange were discussed ed stakeholders. All information in the first part has been gathered by means of structured interviews with the selected stakeholders, sometimes supplemented with
During the second part, various PCSs which are being used by a selection of European ports were investigated. Relevant developments on a European level have also been taken into account. All information in this second part has been gathered by means of an analysis of the websites of the PCS developers, supplemented with documents from the EPCSA and the
The third part explored the impact of Portbase, based on a comparison between
new situation with Portbase and the old situation without Portbase in the Groningen seaports. ermined which bottlenecks and wishes can be solved by Portbase. Also
being provided. Subsequently an initial
cost-provided. The information in this third part has been gathered by means of a semi terview with Portbase and Dirkzwager, supplemented with clarifying documents.
ends with a conclusion about the added value of Portbase for the Groningen seaports, supplemented with recommendations.
This paper starts with a theoretical framework, which provides a scientific foundation for this research in chapter 2. During chapter 3 the logistical processes within the most important cargo flows of the Groningen seaports are being discussed, supplemented with an overview of the bottlenecks and wishes, as these are being perceived by the stakeholders in these processes. Chapter 4 provides an overview of various PCS developers and their role in current European developments. The ability of Portbase to provide a solution is discussed in chapter 5. Conclusions and recommendations are provided in chapter 6.
12 The first part of this case study started by selecting the four most important cargo flows in the Groningen seaports. Within these flows the most important stakeholders where determined. analysis about which information is being exchanged between them; how this information is being used; and what communication tools are being used. Also possible bottlenecks and wishes considering current information exchange were discussed ed stakeholders. All information in the first part has been gathered by means of structured interviews with the selected stakeholders, sometimes supplemented with
lection of European ports were investigated. Relevant developments on a European level have also been taken into account. All information in this second part has been gathered by means of an analysis of the documents from the EPCSA and the
The third part explored the impact of Portbase, based on a comparison between a possible new situation with Portbase and the old situation without Portbase in the Groningen seaports. ermined which bottlenecks and wishes can be solved by Portbase. Also -benefit analysis is provided. The information in this third part has been gathered by means of a semi-structured
terview with Portbase and Dirkzwager, supplemented with clarifying documents.
ends with a conclusion about the added value of Portbase for the
2 THEORETICAL FRAMEWORK
One PCS for the information exchange in a port community is a relatively new phenomenon. For instance the port of Rotterdam foun
2002 (Van Baalen, Zuidwijk, & Van Nunen, 2009). However, information exchange between various stakeholders in a port is as old as people started moving cargo by sea ship. Customs for example has always been interested in cargo being loaded and unloaded, so taxes could be charged. Also the port authority had a certain interest, as port fees needed to be collected, based on information about the ship and its cargo. (Scheepvaart en transport college [STC], 2011). Therefore, the scope of this literature research has been extended from PCSs to electronic information exchange within port logistics in general.
2.1 Port logistics and digital information exchange Many of the articles considering port logistics an
aim at container handling in ports. This fact is underpinned by a literature review of 395 journal papers on port economics, policy and management in the period between 1997 by Pallis, Vitsounis, & de Langen
papers focus on other commodities (bulk, fruit, vehicles, cruise
therefore plea there are opportunities in this area for broadening the scope of scientific research.
Container handling is far more complex compared to bulk cargo, when considering documents exchange. However, also many similarities exist, for example mandatory declarations to governmental agencies. Therefore, still much can be learned in the area of information exchange in bulk cargo handling, by analysing articles aimed at container handling.
2.1.1 Container transport
Maloni & Jackson (2005) performed a literature review on North American container port capacity. They state that one of the things which
inefficient handling of documents between stakeholders. Electronic data exchange is therefore identified as a critical capability for Ocean Transport Intermediaries (stake holders in a port). It is recommended to perform additional investigation in the area of technology and process improvement, because they see these as key enablers of efficiency gains and subsequent
2 THEORETICAL FRAMEWORK
One PCS for the information exchange in a port community is a relatively new phenomenon. For instance the port of Rotterdam founded their PCS developer, Port infolink at the end of 2002 (Van Baalen, Zuidwijk, & Van Nunen, 2009). However, information exchange between various stakeholders in a port is as old as people started moving cargo by sea ship. Customs een interested in cargo being loaded and unloaded, so taxes could be charged. Also the port authority had a certain interest, as port fees needed to be collected, based on information about the ship and its cargo. (Scheepvaart en transport college [STC], 011). Therefore, the scope of this literature research has been extended from PCSs to electronic information exchange within port logistics in general.
2.1 Port logistics and digital information exchange
Many of the articles considering port logistics and digital information exchange specifically aim at container handling in ports. This fact is underpinned by a literature review of 395 journal papers on port economics, policy and management in the period between 1997 by Pallis, Vitsounis, & de Langen (2010). The authors state that only 5% of all reviewed papers focus on other commodities (bulk, fruit, vehicles, cruise-ships, passenger
therefore plea there are opportunities in this area for broadening the scope of scientific
Container handling is far more complex compared to bulk cargo, when considering documents exchange. However, also many similarities exist, for example mandatory declarations to governmental agencies. Therefore, still much can be learned in the area of rmation exchange in bulk cargo handling, by analysing articles aimed at container
2.1.1 Container transport
Maloni & Jackson (2005) performed a literature review on North American container port capacity. They state that one of the things which can reduce capacity in container ports is inefficient handling of documents between stakeholders. Electronic data exchange is therefore identified as a critical capability for Ocean Transport Intermediaries (stake holders in a port). erform additional investigation in the area of technology and process improvement, because they see these as key enablers of efficiency gains and subsequent
13 One PCS for the information exchange in a port community is a relatively new phenomenon. ded their PCS developer, Port infolink at the end of 2002 (Van Baalen, Zuidwijk, & Van Nunen, 2009). However, information exchange between various stakeholders in a port is as old as people started moving cargo by sea ship. Customs een interested in cargo being loaded and unloaded, so taxes could be charged. Also the port authority had a certain interest, as port fees needed to be collected, based on information about the ship and its cargo. (Scheepvaart en transport college [STC], 011). Therefore, the scope of this literature research has been extended from PCSs to
d digital information exchange specifically aim at container handling in ports. This fact is underpinned by a literature review of 395 journal papers on port economics, policy and management in the period between 1997-2008 (2010). The authors state that only 5% of all reviewed ships, passenger-ships). They therefore plea there are opportunities in this area for broadening the scope of scientific
Container handling is far more complex compared to bulk cargo, when considering documents exchange. However, also many similarities exist, for example mandatory declarations to governmental agencies. Therefore, still much can be learned in the area of rmation exchange in bulk cargo handling, by analysing articles aimed at container
growth of ports. Van Baalen et al. (2009) wrote a book about the changing role of a port in the global supply chain and the challenges which need to be faced when managing complex information flows, aimed at container transport. In their book they emphasise the increasingly important role of IT capabilities. Which they define as: “the abilities to lever
information for network integration through advanced information technology in ports”. They state that ports compete with other ports on a wider variety of factors than they did in the past; one of these factors is services which can be de
means of a PCS can be one of these services.
Both of these articles specifically aim at container transport, therefore these outcomes can only be applied at this specific category. However, the described prog
research considering digital information exchange does trigger broadening research into other fields like bulk cargo handling. This is supported by an empirical research by Panayides & Song (2009). They wrote an article specifically aime
also function as a basis for research regarding wet and dry bulk cargo. This study highlights the importance of integration of ports into the whole logistics supply chain, one of the outcomes is that information
integration.
2.1.2 Ports in the global supply chain
These articles do not specifically aim at container handling, but do explain the role of sea ports in the global supply chain as well. Carbone & De Ma
ports play an important role in the management and co
information flows, as the transport is an integral part of the entire supply chain. The objectives thus become to create synergies, as well a
players of port community in order to guarantee reliability, continuous service and a good productivity level.” Additionally Herfort, Lagoudis and Laiwani (2001; cited in Carbone & De Martino, 2003) emphasise that the sy
decisive factor for the industry with regard to the choice of a seaport. As these articles are not specifically aimed at container handling, it can be argued that these outcomes can also be applied at the handling of bulk cargo. (Jie, 2009) expects that in the twenty
competition among ports will be replaced by competition between port supply chains and therefore he states that it is time for ports to build supply chains of their own. He define
as: “Networks of logistics providers, including port authorities, customs, inspection offices, growth of ports. Van Baalen et al. (2009) wrote a book about the changing role of a port in the bal supply chain and the challenges which need to be faced when managing complex information flows, aimed at container transport. In their book they emphasise the increasingly important role of IT capabilities. Which they define as: “the abilities to lever
information for network integration through advanced information technology in ports”. They state that ports compete with other ports on a wider variety of factors than they did in the past; one of these factors is services which can be delivered. Support in the logistics processes by means of a PCS can be one of these services.
Both of these articles specifically aim at container transport, therefore these outcomes can only be applied at this specific category. However, the described prog
research considering digital information exchange does trigger broadening research into other fields like bulk cargo handling. This is supported by an empirical research by Panayides & Song (2009). They wrote an article specifically aimed at container ports, but state that it can also function as a basis for research regarding wet and dry bulk cargo. This study highlights the importance of integration of ports into the whole logistics supply chain, one of the outcomes is that information and communication systems will increase the level of
2.1.2 Ports in the global supply chain
These articles do not specifically aim at container handling, but do explain the role of sea ports in the global supply chain as well. Carbone & De Martino (2003) state: “At present, ports play an important role in the management and co-ordination of materials and information flows, as the transport is an integral part of the entire supply chain. The objectives thus become to create synergies, as well as converging interests, between the players of port community in order to guarantee reliability, continuous service and a good productivity level.” Additionally Herfort, Lagoudis and Laiwani (2001; cited in Carbone & De Martino, 2003) emphasise that the systematic organisation of the information flow is a decisive factor for the industry with regard to the choice of a seaport. As these articles are not specifically aimed at container handling, it can be argued that these outcomes can also be
handling of bulk cargo. (Jie, 2009) expects that in the twenty
competition among ports will be replaced by competition between port supply chains and therefore he states that it is time for ports to build supply chains of their own. He define
as: “Networks of logistics providers, including port authorities, customs, inspection offices, 14 growth of ports. Van Baalen et al. (2009) wrote a book about the changing role of a port in the bal supply chain and the challenges which need to be faced when managing complex information flows, aimed at container transport. In their book they emphasise the increasingly important role of IT capabilities. Which they define as: “the abilities to leverage high quality information for network integration through advanced information technology in ports”. They state that ports compete with other ports on a wider variety of factors than they did in the past; livered. Support in the logistics processes by
Both of these articles specifically aim at container transport, therefore these outcomes can only be applied at this specific category. However, the described progress in scientific research considering digital information exchange does trigger broadening research into other fields like bulk cargo handling. This is supported by an empirical research by Panayides & d at container ports, but state that it can also function as a basis for research regarding wet and dry bulk cargo. This study highlights the importance of integration of ports into the whole logistics supply chain, one of the and communication systems will increase the level of
freight forwarders, shipping companies, terminal operators, stevedoring companies, and inland transport operators etc., that participate in the delivery
to the customers.” Information technology can serve as an important catalyser in these supply chains. Song & Panayides (2008) leading authors in this field, state that port competitiveness nowadays depends to a large extent
In their article they conceptualize this by means of a literature review and empirical investigation. Their research provides these relevant outcomes:
- “A higher price for services being offer
port un-competitive as long as the port offers services that users perceive to be adding value to their business, which includes customization of port services.” - “The investment in technology by a port is merited
performance (in terms of service quality), which is an important parameter for the selection as well as evaluation of services of the port.”
- “Responsiveness and reliability are performance measures utilized in the context of logistics, and the establishment of client relationships by ports has a beneficial effect in the port’s function of fulfilling its modern role in the era of logistics and supply chain management.”
The article “puts forward six parameters conceptualized to account
the degree of seaport integration in logistics and supply chain management. They include: adoption of information and communication technology, relationship with shipping lines, value added services, inter-connectivity/inter
relationships with inland transport operators and channel integration practices and performance.”
Veenstra (2006; cited in Van Baalen et al., 2009) argue that ports can be positioned at three different levels in a global supply chain. Especially the third role can be assumed to have great impact on ports in terms of the complexity of the processes involved and therefore the facilitation of services by a port:
- Ports as transhipment points in the transportation netw - Ports as logistics centres.
- Ports which accommodate industrial activities within the port area.
freight forwarders, shipping companies, terminal operators, stevedoring companies, and inland transport operators etc., that participate in the delivery of integrated logistics services to the customers.” Information technology can serve as an important catalyser in these supply chains. Song & Panayides (2008) leading authors in this field, state that port competitiveness nowadays depends to a large extent on the ability of ports to integrate in global supply chains. In their article they conceptualize this by means of a literature review and empirical investigation. Their research provides these relevant outcomes:
“A higher price for services being offered by a port will not necessarily render a competitive as long as the port offers services that users perceive to be adding value to their business, which includes customization of port services.” “The investment in technology by a port is merited by the resulting higher performance (in terms of service quality), which is an important parameter for the selection as well as evaluation of services of the port.”
“Responsiveness and reliability are performance measures utilized in the context cs, and the establishment of client relationships by ports has a beneficial effect in the port’s function of fulfilling its modern role in the era of logistics and supply chain management.”
The article “puts forward six parameters conceptualized to account for most of the variation in the degree of seaport integration in logistics and supply chain management. They include: adoption of information and communication technology, relationship with shipping lines, connectivity/inter-operability with inland modes of transport, relationships with inland transport operators and channel integration practices and
Veenstra (2006; cited in Van Baalen et al., 2009) argue that ports can be positioned at three global supply chain. Especially the third role can be assumed to have great impact on ports in terms of the complexity of the processes involved and therefore the facilitation of services by a port:
Ports as transhipment points in the transportation network. Ports as logistics centres.
Ports which accommodate industrial activities within the port area.
15 freight forwarders, shipping companies, terminal operators, stevedoring companies, and of integrated logistics services to the customers.” Information technology can serve as an important catalyser in these supply chains. Song & Panayides (2008) leading authors in this field, state that port competitiveness on the ability of ports to integrate in global supply chains. In their article they conceptualize this by means of a literature review and empirical
ed by a port will not necessarily render a competitive as long as the port offers services that users perceive to be adding value to their business, which includes customization of port services.”
by the resulting higher performance (in terms of service quality), which is an important parameter for the
“Responsiveness and reliability are performance measures utilized in the context cs, and the establishment of client relationships by ports has a beneficial effect in the port’s function of fulfilling its modern role in the era of logistics and
for most of the variation in the degree of seaport integration in logistics and supply chain management. They include: adoption of information and communication technology, relationship with shipping lines, perability with inland modes of transport, relationships with inland transport operators and channel integration practices and
Veenstra (2006; cited in Van Baalen et al., 2009) argue that ports can be positioned at three global supply chain. Especially the third role can be assumed to have great impact on ports in terms of the complexity of the processes involved and therefore the
The discussed articles emphasise the changing role of ports in the global supply chain and its impact on competition between various sea ports. Hereby, IT
accepted as an important trigger for competitive advantage.
2.1.3 Less developed ports
Li & Zhang (2010) and Li & Nie (2009) wrote articles on respectively China e Shanghai e-port. Also Jafari, Taghavifard, Rouhani
in Iran’s maritime transportation. Digital information exchange in these ports proves to be far less developed, when compared to a modern Dutch seaport. However, these articles do show that information technology to su
current topic in (momentarily) less developed ports.
2.1.4 Several models
Several researchers developed models aimed at information technology in port logistics. Wang, Wang, & Zhang (2009) designed
aims at providing technical support considering the interconnection of the different logistics information platforms of the various actors in a port. Van Oosterhout, Zielinski and Tan (2000; cited in Van Baalen et al., 2009) provided the Layered model of global supply chains, shown in figure 2.1. This model can be used to analyse supply chains from the perspective of three different but interrelated layers, the physical logistics layer, the transaction la
the governance layer. “The first layer relates to physical activities and physical flows, such as transport and transhipment. The second layer is a layer of contracting of transaction activities that encompass all commercial relationships between
information relating to the commercial trade and logistics process originates from this layer. Finally, we distinguish a governance layer, in which all governing bodies like Customs and Port Authorities with their inspection and verification activities are included. The second and third layers consist of information and financial flows.” (Van Baalen et al., 2009)
2.2 Digital information exchange between the port authority and other stakeholders This paragraph introduces articles which discuss digital information exchange between the port authority and other stakeholders.
The discussed articles emphasise the changing role of ports in the global supply chain and its impact on competition between various sea ports. Hereby, IT support by a port is generally accepted as an important trigger for competitive advantage.
2.1.3 Less developed ports
Li & Zhang (2010) and Li & Nie (2009) wrote articles on respectively China e port. Also Jafari, Taghavifard, Rouhani, & Moalagh (2010) discuss e
in Iran’s maritime transportation. Digital information exchange in these ports proves to be far less developed, when compared to a modern Dutch seaport. However, these articles do show that information technology to support information exchange in port communities is also a current topic in (momentarily) less developed ports.
Several researchers developed models aimed at information technology in port logistics. Wang, Wang, & Zhang (2009) designed the port logistics information platform model, which aims at providing technical support considering the interconnection of the different logistics information platforms of the various actors in a port. Van Oosterhout, Zielinski and Tan Baalen et al., 2009) provided the Layered model of global supply chains, shown in figure 2.1. This model can be used to analyse supply chains from the perspective of three different but interrelated layers, the physical logistics layer, the transaction la
the governance layer. “The first layer relates to physical activities and physical flows, such as transport and transhipment. The second layer is a layer of contracting of transaction activities that encompass all commercial relationships between parties in the supply chain. Most of the information relating to the commercial trade and logistics process originates from this layer. Finally, we distinguish a governance layer, in which all governing bodies like Customs and nspection and verification activities are included. The second and third layers consist of information and financial flows.” (Van Baalen et al., 2009)
2.2 Digital information exchange between the port authority and other stakeholders introduces articles which discuss digital information exchange between the port authority and other stakeholders.
16 The discussed articles emphasise the changing role of ports in the global supply chain and its support by a port is generally
Li & Zhang (2010) and Li & Nie (2009) wrote articles on respectively China e-port and , & Moalagh (2010) discuss e-commerce in Iran’s maritime transportation. Digital information exchange in these ports proves to be far less developed, when compared to a modern Dutch seaport. However, these articles do show pport information exchange in port communities is also a
Several researchers developed models aimed at information technology in port logistics. the port logistics information platform model, which aims at providing technical support considering the interconnection of the different logistics information platforms of the various actors in a port. Van Oosterhout, Zielinski and Tan Baalen et al., 2009) provided the Layered model of global supply chains, shown in figure 2.1. This model can be used to analyse supply chains from the perspective of three different but interrelated layers, the physical logistics layer, the transaction layer, and the governance layer. “The first layer relates to physical activities and physical flows, such as transport and transhipment. The second layer is a layer of contracting of transaction activities parties in the supply chain. Most of the information relating to the commercial trade and logistics process originates from this layer. Finally, we distinguish a governance layer, in which all governing bodies like Customs and nspection and verification activities are included. The second and third layers consist of information and financial flows.” (Van Baalen et al., 2009)
