Standardization and Integration of Information Flow along the Maritime Transport Chain – Analysis of the Port of Hamburg and Its Hinterland Ransportation by Rail Using Business Process Modeling Notation

Container flows in the hinterland of maritime transport chains are implemented using coordinated logistics processes, which are dependent upon information exchanges between various actors. To be effective and efficient, these logistics processes require a seamless information flow between these actors. However, this does not always occur with hinterland transportation by rail, as is shown by Almotairi et al. (2011). Timely and accurate information, however, allows for coordination of each actor’s processes and can, thus, increase customer value. Furthermore these pieces of information support an efficient hinterland access accompanied by a better utilization of existing infrastructure. Using a case study of incoming container flows via the port of Hamburg, this investigation models business processes and information flows on a scale of involved activities, events, and IT systems using business process modeling notation (BPMN). Next, we analyze the documented business processes and information flows with respect to standardization and integration. Additionally, we identify important junctures in the transport chain where a standardized and integrated information flow can improve the efficiency of the utilization of existing infrastructure. Thus, in the context of standardization and integration, this investigation analyzes, how information is exchanged in the hinterland between a deep sea carrier (DSC), terminal operator (TO), railway operator (RO), and railway company (RC). In terms of standardization, it was observed that more than half (60%) of the identified communication interfaces are standardized between the DSC and Standardization and integration of information flow along the maritime transport chain ELBERT, Ralf; PONTOW, Holger 13 th WCTR, July 15-18, 2013 – Rio de Janeiro, Brazil 2 the TO. On the other hand, only about every third communication interface is standardized in the analyzed transport chain. This leads to numerous extra manual activities and results in an unreliable information flow (e.g. commissioning of railway operator), which is providing clear evidence that the existing infrastructure can be used more efficiently.