Toward implementing a fully automated truck guidance system at a seaport: identifying the roles, costs and benefits of logistics stakeholders

Valentin Carlan,Bart Lannoo,Pieter Audenaert,Thierry Vanelslander,Dries Naudts

doi:10.1186/s41072-019-0054-5

Valentin Carlan, Bart Lannoo + Show 3 more

Open Access

https://doi.org/10.1186/s41072-019-0054-5

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Abstract

The seaport-hinterland access infrastructures become more saturated leading to extra unpredictable costs for logistics operators. To keep their services competitive, infrastructure managers (such as port authorities) seek new approaches in managing and delivering information to their users. Starting from existing technological advancements and exploring the declared opportunities enabled by (near) future ones, a range of solutions (e.g. real-time information platforms, dynamic information boards or digital on-request notification solutions) can be pursued. This research investigates how an advanced truck guidance system (TGS) leverages on technology and leads to more efficient resource (infrastructure, equipment and labour) usage. The current paper merges two perspectives. The first conducts interviews with representatives of different logistics stakeholders to highlight their data needs. The second perspective is given by a review of information communication technology (ICT) innovative trends. These two perspectives provide an up-to-date overview of both needs (demand) and opportunities (supply) that challenge logistics stakeholders. This study proposes a TGS architecture that merges the two perspectives and identifies a stepwise approach to implement it. Therefore, the roles, costs and benefits brought to the logistics stakeholders are highlighted for each step. The key findings of this study show that road transport operators would benefit from operational savings and increased performance, while the other supply chain stakeholders can benefit from setting up a more reliable planning, better managing their infrastructure and developing added-value services for clients. To enable these benefits, the port administration could take the facilitator role and cover the TGS’s development costs.

Highlights

North-Western European ports’ hinterland connections are mostly ensured by road transport
Ports located in North-Western Europe have a relatively low modal share when it comes to road transport ensuring their hinterland connections
Port authorities seek for ways to facilitate the use of new information communication technology (ICT) advancements for better services that involve data collection, data storage and processing, and data usage

Summary

Introduction

North-Western European ports’ hinterland connections are mostly ensured by road transport. Ports located in North-Western Europe have a relatively (as compared to other European ports) low modal share when it comes to road transport ensuring their hinterland connections. The port of Antwerp, the second largest port in NorthWest Europe, has already one of the lowest modal split for freight carried to and from the hinterland by road. Road transport operators deal with congestion and delays as the road transport network becomes saturated In this context, road hauliers operate in a highly competitive ecosystem, where sub-optimal decisions with regard to infrastructure use are made. Port authorities seek for ways to facilitate the use of new ICT advancements for better services that involve data collection (e.g. real-time traffic information, parking availability, gate waiting times etc.), data storage and processing (e.g. servers, cloud technology, etc.), and data usage (e.g. digital road signs, online platforms, users’ own interfaces, data push to vehicle onboard units or other mobile devices)

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