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Speeches: Coll M. Hunter, Principal Adviser, ACIS Coordinator, UNCTAD"Vehicle & cargo tracking on roads & in ports (click on photo to enlarge)
by Coll M. Hunter Vehicle & cargo tracking on roads & in ports
What is ACIS ? ACIS is a computer-based transport logistics information system, which tracks transport equipment and cargo; it is designed, developed, installed and maintained by UNCTAD. Its prime role is to facilitate trade through the improvement of transport efficiency. ACIS is a generic name given to a 'tool box' of computer applications designed to produce management information to address cargo and transport equipment issues on all modes and at interfaces. Each application is independent but designed in a modular approach to enable all to freely exchange data in an industry accepted standard form. ACIS comprises compartments corresponding to the different modes and interfaces, each having standard computer applications, called modules; their aim is to track transport equipment and cargo in and out of and within ports or inland depots, over borders, on railways, roads and rivers/lakes. Modules are customized to a country's needs and can be connected together, either between modes within a country or between countries. ACIS is a real time proactive system providing transport operators and ancillaries with reliable, useful and immediate data on transport operations giving the whereabouts of goods and transport equipment; this enables transport operators to improve day to day management and decision making. As a result, ACIS facilitates trade by reducing non-physical barriers and other paperwork and by increasing the actual carrying capacity of a transport corridor and by improving the efficiency of transport operators. ACIS also produces regular statistics and performance indicators, which, at the operator level, enable management to remedy deficiencies and, at the national and sub-regional levels, provide data for macro-economic planning. An important complementary aspect is that ACIS data provides the essential raw material for crime detection (human smuggling, contraband) and plays an important role in reducing commercial fraud. ACIS can play an important role in the development of trade relations and above all in reinforcing sub‑regional integration because it enables all operators to communicate, through modes and interfaces and over borders, the vital information which is required by them to improve transport efficiency; thus the costs of the carriage of goods is reduced because ACIS, as a management tool, provides the required data to operators, enabling them to make full use of existing infrastructure and equipment capacity. Such accumulated data, on a sub‑regional scale, enables macro‑economic transport planning to foster the optimal modal distribution patterns and foresees infrastructure investment. By end 2002 ACIS is working in 20 countries in Africa and Asia and has been requested by a further 20 countries. Features ACIS provides the following overall facilities: improved information to reduce non-physical trade barriers and to help control the operations of individual transport operators, advance information on the movement of individual consignments, of transport equipment leading to improved transit times for goods, in other words to improved facilitation for trade, EDI/XML messaging between transport operators for automatic updates of tracking information between modes and across borders, a database facility available to a party registered as having an interest in a consignment and its transportation, providing them with the latest reported location and status of goods and transport equipment, a database for rational corporate planning by transport operators, a long term record of transport movement data to build up national and sub-regional databases where appropriate and to permit governments and institutions to analyze national, sub-regional and regional problems in order to investigate alternative investment opportunities in the transport sector. ACIS is designed to provide an information network linking the physical points along various surface transport routes at which decisions are taken or events take place. It uses practical and proven implementation methodologies and downsized field-tested solutions and employs solutions applicable in difficult environments, e.g. readily available microcomputer technology and such telecommunications facilities as are available. The ACIS system is designed to spontaneously create a “community spirit”, as operators will understand plainly that they are players of a “cooperative game” encouraging interaction along diversified poles of common interest. Whether these be operators or clients, at a national and international level, belonging to the private or the public sector, all will be able to share common, transparent, symmetrical information. This avoids documentary disputes, and provides for common identification of previous weaknesses, tools for direct efficiency in infrastructure and superstructure management, better allocation of physical resources on a fair-share basis. Once the problems are clearly identified, market pressure and officially commissioned and effectively conducted audits will help in solving physical administrative bottlenecks and ‘redtape’, and finally contribute to the scrapping of that “wall of silence” which hampers, through intangible barriers, the development of international, global trade. The ACIS management tools are multilingual software modules covering the surface transport modes: rail, road inland waterways and interfaces ports, ICDs, border crossings, check points. Each one is designed to be a stand-alone sub-system, comprising microcomputer hardware and software packages and can be either a single microcomputer or a local network of microcomputers, depending on the size and needs of the operator. In either case, it always serves one transport mode, and one operator, for example a specific railway system, performing one set of standard functions relating to that mode on a selected cargo itinerary. Modules are designed to operate in telecommunications environments of varying degrees of sophistication. Their main function is to collect data at selected points along a transport route to assist operational management in identifying logistics problems. Collected data is used for proactive operations management (e.g. empty wagon distribution for railway or berth allocation in a port). Data is also compiled for statistical purposes and the generation of performance indicators. The application packages are specifically written for each transport mode based on detailed system requirements. They take into account the special aspects of the local environment. Centralized design of software ensures that the modules are reusable anywhere, within their respective transport sectors, with little or no modification. This approach generates significant economies of scale in terms of development cost on a sub-regional and regional basis which could not be achieved using commercially available transport management packages. PortTracker The ACIS port system, called PortTracker, comprises several basic software sub-modules: The Harbour Master or ship call module manages all information concerning the booking and the call of a ship from the time it is booked to the time it sails. Operations and services to be rendered to the ship can be anticipated and planned in advance; those performed during the call are comprehensively recorded and can be used for billing purposes. This module covers each aspect of a ship call, from boarding of pilot to mobilization of tugs/pilots and mooring gangs, to berthing and subsequent occupation of quay – functions normally executed by the Harbour Master’s Office. This module uses Lloyd’s register database. The Berth Planning module optimizes the allocation of berths per ship call on a pre-established criteria priority basis, with visualization of the ships booked and at berth. The Manifest module enables manifest data to be electronically exchanged between participating parties using a UN/EDIFACT international standard manifest message. Such electronic data is not restricted to exchange between the port authority and the shipping lines/ship agents but it may also be extended to customs, port health authorities and other interested parties depending on the network links and the respective agreements signed by the participating parties. Manifest data exchanged electronically is known to speed up the processing of this data and induce improvements in many areas of port operations. The manifest data is stored in a “manifest database” and is available for further processing/reporting/ interfacing with other computer applications. This module is using an off-the-shelf EDI station software for the EDIFACT messaging (message transport, validation, etc..) The General Cargo Handling module monitors the ship-to-shore and warehousing/storage operations of break-bulk cargo. It foresees the preliminary assignment of gangs and handling equipment, monitors these operations by producing time sheets and shift reports for labour and equipment, such as cranes, forklifts, etc.. The Gate Pass module interfaceswith the Manifest and General Cargo modules so that gate passes are generated automatically from the system. Each gate pass is uniquely numbered and is normally valid for one entry or exit on the day of issue. Security is a serious issue that has been taken into account in the design of the system. All modes of transport can be accommodated by the system including road, rail and transport by sea. Details of the carrier (transport operator) and the cargo are not only recorded on the gate pass itself but these details are also retained in the system. This module is essential in providing the “link” between the various “identifiers” of a goods consignment (e.g. B/L number, Customs declaration number, truck license plate, wagon number, etc..) The Port Statistics and Performance Indicators (PortStats) module is based on all operational data provided by the system. Standard statistical reports are automatically produced on daily, weekly, monthly, quarterly and annual basis. Specific statistical or operational reports intended for the port’s management can also be generated. This module is in fact a series of statistical “layers” added to the other modules. The Security module controls all user access to PortTracker modules by checking rights and privileges assigned to each user. Only users with authorized rights to a specific module are able to run the application. Various Interfaces give operators and clients the possibility of interfacing with other PortTracker modules to exchange data between shippers, agents, Customs, stevedores, freight forwarders, road hauliers, railways, river transporters etc. Port Billing to client is based on operational information provided by the system. Container terminal inventory control system monitoring container movements and handling operations from ship to delivery or vice versa including storage and where appropriate stripping/stuffing, is currently under development. Port equipment maintenance monitoring system is currently under development. Finally, a Website gives port operators and authorized users access to some of PortTracker data as WebPages via the Internet <www.porttracker.org>. Railways The railway component of ACIS is called RailTracker. Functionally RailTracker comprises the following basic sub-modules for equipment and cargo tracking. In addition “technical” sub-modules are available for dealing with telecommunications issues and for training purposes. These modules share the same database master files and they are supported by a set of “physical” pieces of software (executable programmes). RailTracker application software is highly customisable to all sorts of railway sizes, contexts, and is particularly adapted to difficult physical environments. It comprises standard basic and optional software sub-modules for equipment and cargo tracking which constitute the core of RailTracker, grouped in a single software. All modules contain a built-in training package for users: RailTraffic is the main sub-module of RailTracker. It tracks rolling stock and consignments; it records all operations on: wagons and locomotives (attachment to and detachment from a train), damage, maintenance operations (overhaul, breakdown and repair) and other technical events, trains: composition of a new train (train consist), arrival at or departure from a station, end of a journey, crew composition, advance train consist, consignments (transported goods) – consignment note (railway bill), container identification, consignment items (individual tracking of different items in a single consignment), consolidation, loading on or unloading from a wagon. Every operation is “stamped” with the date, time and station at which it occurs. RailTerminal-Marshalling Yard Management monitors operations at sidings, giving clearance to traffic on the cycle: empty wagon placed at disposal of customer, loaded and then taken for travel; delivered to siding, unloaded, empty, ready for re-use. This enables the monitoring of demurrage and the listing of all loaded/empty wagons waiting for re-use. It also provides a specific management tool to help the management of a terminal (rail/port head, main station or marshalling yard). RailTerminal also allows for grouped operations on wagons (blocks, cuts, rakes) and train allocation to those new groups; future operations on these blocks can also be programmed. Railinterchange manages the movements of goods and equipment at borders. RailReporting is a collection of pre-defined queries and standard reports including exception reports derived from RailTracker database and is produced automatically or on request. The users using any “XBase” report-writer software, which is available on the market, can produce tailor-made reports. Empty Wagon Distribution facilitates the re-allocation of empty wagons to the next client according to need thus eliminating loopholes of misappropriation of the assets. RailCommercial (also called SETIM) provides a commercial package that compounds physical data and the tariff structure to produce billing of services. It edits consignment notes based on the applicable tariff and provides an interface with account-receivable systems and prevents tampering of invoices by staff. The following sub-modules can be installed separately: (and where appropriate) RailStats is a statistical module based on the Uniform System of RailStatistics and Performance Indicators proposed by UNCTAD. Based on data gathered by other RailTracker modules it produces regular standard reports and tailor-made statistical booklets for management use. RailCustomer provides an interface for customers to access RailTracker database, directly or via the Internet, enabling them to know the whereabouts and history of their consignments and wagons on the network (through a confidentiality protection system: identification and password unique to each customer on www.railtracker.com Locomotive fuel consumption module enabling the monitoring of diesel fuel to guard against wastage and pilferage. Rail-WOW (for “World Outside the Windows”) is highly integrated with the RailTraffic software. It introduces inter-railway data communications through a modern messaging system. It allows a railway to monitor “its” traffic beyond its borders on foreign interconnected railways having a similar ACIS-RailTracker system or a compatible system. XML messages allow automatic exchange of operational information on rolling stock, consignments and trains between railways. The following sub-modules are currently under development and will be directly produced in a Windows/Web environment (see Featuresabove): Wagon Interchange Charges, which calculates the periodical charges, and hence the balance of the rolling stock between neighbouring networks. Demurrage Charges which automatically calculates the amount due by the customer for retaining an empty or loaded wagon outside the franchise period. Rolling Stock Maintenance which calls in rolling stock for maintenance based on the kilometers run as recorded by RailTraffic. Train Control – a management tool for live train management resulting in faster and more efficient allocation of both trains and crew. Interface AVI/GPS – as required. Roads The ACIS road system component, RoadTracker, is similar to RailTracker in that events are captured at specific points along a given itinerary. However, it is different in the sense that road tracking can be less reliable due to the versatility of lorries (no fixed itinerary like wagons on rails). ACIS has opted for a simple reliable technique that captures the passage of designated trucks at specific points. These points are usually exit/entry posts into/out of large cities, at major junctions/crossroads, at weighbridges along the route, at border crossings and the like. Such check points would be equipped with the required IT stand-alone PCs with operators to input passing traffic data. At a later stage such check points could be equipped with more sophisticated technology such as scan gates or even with readers for tags if the latter are installed on the trucks requiring data capture. As a result, there is only one main module of RoadTracker (with different objectives): Road Checkpoint System – valid for data capture of any road vehicle, as designated, in a specific location along the route. A more specific module for frontiers is called Border Pass Monitoring System. Cargo Interchange Monitoring System which constitutes a “knuckle” monitoring the transfer of goods from any surface mode to another across any interface (such as borders, ICDs, ports, intermodal hubs). This sub-module basically acts as an interchange monitor for any combination of modes / interfaces (formerly called Border Pass Monitoring System) Road Statistics analyzes the data produced above and edits immediate operational and economic statistics, such as imports per country of origin, data per commodity, transit times, cargo/vehicle dwell times in terminals. Lakes/Rivers LakeTracker is the component designed to track consignments on lake services. It is basically derived from RailTracker (ferry assimilated to a locomotive and barge to a wagon) and comprises two main sub-modules: LakeTraffic monitors the traffic on the waterways (lakes or rivers) LakeStatistics produces statistics and performance indicators. Interfaces with other Systems, Transport Chain Management (TCM) and Global Link for Universal Exchange (GLUE) A new regional-view through Internet access (Transport Chain Monitor - TCM) will enable customers to monitor the events on their consignments, thereby extending interrogations to multi-country, multi-mode and multi-operator; this will be supported by a data distribution system (Global Link Universal Exchange – GLUE), which will federate the different ACIS applications (port, road, rail). It will be operated by a local regional entity, which can therefore extract all required statistics and performance indicators. The data exchange capability is essential to unlock the full value of ACIS. So the GLUE data distribution system will be the centre of the new ACIS software version. It will be used to duplicate databases for conversion purposes, centralize operational data for customers and regional databases; it will also be able to send notifications to customers, generate statistics for local management, etc. For instance, even today, using the GLUE system as a post office service, RT logs traffic operations involving some foreign railways (as origin or destination of the goods, owner of the wagon, on the itinerary after the border point,…) in XML format and sends the corresponding data to the remote WOW systems. With regard to inter-modality the new approach includes the capability of recording road cargo and lake/river cargo movements. This does not have to be only based on shipper or haulier supplied information, as the latter can be obtained at remote locations such as port gates, weighbridges, permanent police checkpoints, border posts, using the BPMS (Border Pass Management System) and a Road Check Point system. This GLUE data distribution system will be a powerful tool connecting different systems and allowing data duplication anywhere. This tool will be used between the DOS systems and the new or under-conversion Window/Web-based system. Through this facility DOS systems can “send” operational data to the SQL databases (data distribution), which can be read by the new Window/Web-based applications. Over time, sub-systems will be converted one by one and the corresponding DOS sub-systems will be no more used to enter operational data. To varying degrees, according to the mode, customers access ACIS to obtain information on the movements of their cargo. The new TCM system stays in the centre of the picture, receiving operational data from all sources; it proposes a regional intermodal view to the customer and provides statistics on events of a regional nature. Understandably it requires the use of standard codes and numbers of registered customers. UNCTAD has already developed a code-converter tool (transcoding) between railways for the WOW commodity code import functionality, wagon classes and types, customer types. This expertise is re-usable. How does ACIS work from the IT viewpoint ? PortTracker and RoadTracker are developed on a Windows platform; RailTracker is developed in DOS since its inception in 1985. Although the lifespan of RailTracker in DOS has been remarkably long and reliable, its sustainability in DOS in the longer term is questionable, due both to the limited availability of DOS development and maintenance skills, and to more user-friendly functionalities of later technologies. UNCTAD is the only organisation at present with appropriate skills and knowledge of RailTracker to provide ongoing support to beneficiaries. Therefore, so as to avoid a support lock-in scenario, the following will be the ACIS software development strategy from 2003: Software Operating System PortTracker and RoadTracker are developed on a Windows platform that is in line with current global software development practices. The networking requirements of RailTracker with other regional railway information systems demand that the system be constantly kept up to date with developments. In this respect conversion of RailTracker from a DOS to a Windows-based application should be pursued. In its present operating environment DOS is acceptable, but might not be for future networking. Therefore RailTracker will be converted to a Windows-based and Web-based application using the latest technologies (Multi-Tiers applications with Web server, Business Components and Relational Databases using Delphi, Java, SQL, XML..). This will allow easy access to operational data for managers using reporting tools as Ms-Access, Crystal Reports, SQL-Query,… and allow beneficiary organisations in-house IT Departments to develop additional functionalities with any development platform. Software Platforms and Databases RailTracker will become portable so as to guarantee long-term sustainability (flexibility) and, according to choice, reduce the costs for the beneficiary operator (cost-effectiveness). It will allow for each railway a free choice of COTS (Commercial Off-the-Shelf Systems) as a Relational Database Management System (Oracle, Ms-SQL, Informix, Sybase..) and free Open source systems (MySQL, SAP-DB,…), thereby avoiding lock of beneficiary organisations into long-term and potentially expensive license agreements with operating system or database vendors. Current PortTracker and RoadTracker will also be converted to SQL. ACIS Software Source Code For the sake of maintaining uniformity of design, UNCTAD formerly elected to retain control of the source codes. As a fundamental new approach, driven by world-wide IT strategic avenues, UNCTAD is now proposing an Open Source project for ACIS which will give the source code to facilitate the maintenance of ACIS applications for the beneficiaries, e.g. to network ACIS with beneficiary organisation in-house departments, etc. Beneficiary organisations will therefore have access to the source codes: After commissioning of a new ACIS sub-system (or a converted one), the source-code will be available to the Local Community of Users (LCU); Any IT department of a beneficiary organisation of the LCU and UNCTAD ACIS development team can then copy the source-code, correct bugs, develop additional functionalities and contribute to the development of the generic ACIS software……. This means that a regional information technology capability will have to be developed to support source code development and maintenance, which will act as a coordinating centre, to analyse, propose and then, the case being, integrate the contribution, manage and deploy the different versions of ACIS applications. This does not of course pre-empt UNCTAD from availing others of its own software! And as an understandable counterpart, to protect UNCTAD, no commercial use can be made of this software by any beneficiary party; there would be a safeguard clause forbidding the use of any part of this source as a commercial venture. UNCTAD will continue its policy of applying strict software version control in order to ensure all beneficiary organisations are on the same software version and changes are released through new version releases. This provides consistency in services and support to the region. Extension & Consolidation At all railways to varying degrees, customers access ACIS to obtain information on the movements of their cargo. The cargo-tracking service is regarded as a significant marketing tool for the beneficiary railways and, if allowed to fall into disuse, would prejudice rail market share and accordingly railway profitability. ACIS provides transport operators and ancillaries with reliable, useful and immediate data on transport operations, giving whereabouts of goods and transport equipment; this enables transport operators to improve day-to-day management and decision-making. As a result ACIS produces regular statistics and performance indicators, which, at the operator level, enables management to remedy deficiencies and, at the national and regional levels, provides data for economic planning. The ACIS software will be extended geographically and functionally along three development axes: Conversion of RailTracker system from DOS to a Windows-based and Web-based application and simultaneously, cater for the immediate expectations of users: development and/or installation of new functionalities for Road- and RailTracker Additional development of a new regional-view through Internet access, called the Transport Chain Monitor (TCM) How will ACIS evolve over the period 2003-2007 ? UNCTAD proposes a two-pronged approach for this evolution: convert in the background (to Windows/Web) and implement the Global Link Universal Exchange (GLUE) data distribution system and simultaneously cater for immediate user expectations by developing new functionalities; these parts would then be assembled or connected together,in either world, as long as they fit into the overall logical puzzle structure, respecting coherency. UNCTAD’s role: Development, Installation, Configuration, Customisation, Training Stressing the role of a transport chain management system as an essential trade facilitation measure. As opposed to past ACIS policy (1995-2000), UNCTAD will No longer be an IT hardware provider – just a designer of specifications No longer be a telecommunications equipment provider, nor a networking designer, but a technical solution facilitator, With what tools and materials ? Available Expertise The UNCTAD development team acquired expertise in Windows/Web-based application development: Since 1997 PortTracker and RoadTracker systems were redesigned and developed on a Windows Platform In 1998 the RailTracker Web-based application Customer module was deployed on Internet In 2000 RailTracker systems talked to each other in a Business-To-Business connection [B2B] using XML and Message Oriented Middleware [MOM] technologies. In fact, the GLUE system is a result of this up-to-date development. Available Systems PortTracker and RoadTracker/BPMS are Windows-based but they have to been converted to access SQL databases. The UNCTAD development team has already converted a small test program and defined a conversion process. RailCustomer module is Web-based but has to be converted to access SQL data The current RailTracker system [RT] is DOS-based. Today, using the GLUE system as a post office service, RT logs traffic operations involving some foreign railways (as origin or destination of the goods, owner of the wagon, on the itinerary after the border point,….) in XML format and sends the corresponding data to the remote WOW systems:
The XML message-type library contains XML message structures assigned to the selected types of operation. The library would be extended to store all types of operations The WOW system is DOS-based. It is designed to import operational data coming from foreign railways and apply this data on the WOW databases. A WOW system, like an RT system and a Customer module, is dedicated to one railway. The GLUE system is installed with different components at different points, This system would be adapted to integrate new message-types for error handling and geographical extensions. Target Architecture The robust initial architecture remains unchanged; old systems are converted [con] and extended [+]; new additional systems appear such as: the Cargo Interchange Management System [CIMS] and the Road Check Point System. and the RiverTracker system…….
SQL is used; the GLUE system is confirmed as a post office for all messages and the Net is the background, with the new TCM in the centre of the picture. Benefits Independent teams have made many appraisals and evaluations since 1993. They are listed hereunder and can be consulted. However, the benefits reported in this Brief are based upon the latest comprehensive independent evaluation commissioned by the Principal donor, the European Commission. a) List of Evaluations: Appraisal Report undertaken by TRANSMARK in November 1993, at the behest of the European Union. The Final Report of the “Needs Assessment, Feasibility Study and Conceptual Design for a Rolling Stock Information System for SADC Railways” submitted by Morrison Knudsen Corporation in February 1996, at the request of USAID. An independent Assessment, commissioned by the European Union to evaluate the System’s results in the Eastern African countries where it has been implemented, had general and specific comments on RailTracker installations in Tanzania, Uganda, Zambia and Kenya (May 1997). b) With regard to detailed comments, a comprehensive evaluation was undertaken in 2001-2002 to measure the impact and usefulness of RailTracker between 1994 and 2001 on five interconnected railways of Eastern/Southern Africa [Uganda, Kenya, Tanzania, Tanzania/Zambia (TAZARA) and Zambia]. The results are reported below. They are similarly valid for all the railways, which use ACIS RailTracker today: REDUCTION OF:(in days) * Average wagon turnaround time 18 to 11 * Average consignment transit time 15 to 3 * Average wagon detention time in terminals 8 to 3 * Average dwell time of foreign wagons 28 to 12 * Average daily interchange balance (wagons) 203 to 108 * Average dwell time of wagons in repair shops 150 to 80 INCREASE OF: * Average locomotive utilization (kms/day) 280 to 380 * Average wagon utilization (kms/day) 73 to 120 * Average wagon productivity (loadings/year) 20 to 30 As a result, improvements in Service and benefits to customers were: Wagon movements closely monitored so that cargo is delivered on schedule (agreements with customers – or targets), Ability to inform customers on status and whereabouts of their cargo ‘live’, Ability to trace/control wagons means more reliable supply of wagons to customers, Possibility to detect wagons not paid for and possibility to calculate daily revenue, Availability of daily freight loading statistics. ../.. The main conclusions of this evaluation report were: RailTracker must be seen primarily as a comprehensive information system. The contribution it can make as a senior management and operating tool falls into two basic categories: savings achieved because of a reduction in direct operation costs coming from more efficient use of assets as a result of faster release of vital statistical information. This includes a reduction in foreign wagon hire costs, more effective use of own wagons on domestic (local) traffic and reduced manpower requirements for tracking trains and loads an increase in carrying capacity accruing from greater availability of rolling stock and locomotives, and the speeding up of services and dissemination of customer information. This will promote the exploitation of new business opportunities for regaining lost traffic and taking advantage of new traffic, and will increase turnover. Reported under the “main successes of the project" to date were: the total estimated savings on rail wagon hire charges for the 5 interconnected railways of the region were USD 6.4 Million per annum, whilst the potential additional revenues due to increased carrying capacity were estimated at USD 67.7 Million per annum; and realistic additional revenues due to increased carrying capacity equalled USD 20.5 Million per annum. On overall effectiveness of the project, from the viewpoint of the railways and their customers, the project has been extremely effective. These railways now have the capacity to track cargo loads and containers deep into the hinterland of the main ports of the sub-region, as well as to track exports from those areas. The total information package provided by ACIS for these railways also gives them significant additional capability to improve operating efficiency, eg. Wagon turnaround time, track and return foreign wagons, with resultant cost savings. These factors jointly are progressively making rail a more attractive option to road transport, which should start translating into a increased rail market share of land freight cargo. Arterial road routes in the sub-region are deteriorating and using up substantial sums of scarce funding resources for maintenance purposes. Cargo shift to rail transport is strategically in the interests of the sub-region. If any of these railways had to lose the ACIS cargo tracking facility, this would adversely affect their marketing capability against road. It is also of paramount importance for shipping lines and cargo owners to be able to track their containers and cargo loads. Even with the demand for imports and export services, it is ultimately the shipping lines that will determine the actual provision of shipping services by sea for any port. And the provision of such shipping services does not only rely on the capability of the relevant ports to efficiently work the ship and minimize port delays, but also on the efficient delivery of cargo to and from the port, and the ability of the shipping line or its appointed agents to track such cargo movements. This latter requirement does not only relate to transport efficiency and the safety of the cargo but also to the traceability or tracking of empty containers, which invariably are the property of the shipping line. Finally, the data produced by ACIS constitutes prime information for the detection, over time, of fraudulent and criminal activities. ACIS produces raw data which is vital for investigative work leading to physical law enforcement – especially at border crossings or check-points or financial law enforcement relating to commercial frauds. Conclusions and Sustainability The approach adopted for ACIS is to focus on specific itineraries within sub-regions in accordance with priorities defined by the beneficiary countries and funding institutions, guided by the experiences of the executing agency. The main priority is to target non-physical barriers to trade by installing a data management system which produces transparency and improves transport efficiency. Human resource development is a major component of the ACIS Programme. ACIS will only function reliably and efficiently if data is rigorously and accurately recorded at major points in the transport chain. Managers must be able to interpret and act on the information and performance indicators generated by ACIS. To ensure that these tasks are properly performed requires a competent and trained workforce. The installation of ACIS includes human resource development at all levels of user operations including the appropriate manuals. For such a system to reach economic potential, capacity building is indeed a priority; in a regional context, this has been obtained on ACIS projects by using the "snow ball" principle by virtue of which staff trained in the first country of a region will become the trainers of the next country and so on. Similarly, development efforts will start to rely on local expertise to form a sub-regional cluster of ACIS experience and knowledge hence ensuring a real transfer of technology, the best guarantee of sustainability. The sustainability of the project can be gauged at several levels. At the country level the project’s aim is to make the heavy infrastructure and rolling stock investments in the transport sector profitable by providing operational data which improves management of the entire logistical chain per principal itinerary. At the global level project activities will be sustained by:
It is important that local management can support the ACIS system once it is implemented. The concept of reinforcing local expertise introduced here does not refer simply to a mechanical transfer of technology to local staff. Rather, the technical capabilities of local professionals will be enhanced through various means, including on-the-job training relevant to ACIS. The concept of reinforcing local expertise is also meant to give concrete meaning to the institutional arrangements outlined below. Finally, sustainability is guaranteed through standard maintenance contracts between the various recipient operators of ACIS and UNCTAD. These contracts ensure the maintenance, by UNCTAD, on an annual renewable basis, of the application software systems installed. In conclusion, ACIS is funded from multi- and bilateral sources (European Union, French and German Cooperation, and the World Bank) and increasingly from national operators themselves. The system can be installed in any country requesting it provided that the appropriate Trust Fund is set up within UNCTAD. ACIS offers the opportunity to exchange information between the various parties involved in facilitating trade on the different transport modes and therefore should act as a catalyst to the introduction of both logistical chains and multi-modal transport. The current inability to ‘talk’ between the various operators results in serious non-physical barriers to trade. ACIS through its system uniformity can provide the necessary data so that parties can see the cargo as a through movement and therefore one where they can offer extended responsibilities. This has significant cost advantages in that one operator is seeking to make a profit on the total movement, rather than a variety of parties all attempting to obtain a return on their individual segments. ACIS is capable of functioning within a developed transport environment as well as within a developing market. It therefore meets today’s needs as well as those of tomorrow. The ultimate question is: have other overall macro-economic issues been addressed as target impact criteria: Has regional trade been facilitated by such a transport management tool ? Have non-physical barriers been reduced ? Has the system complemented the institutional aspects of trade facilitation such as legislation or even made old procedures redundant ? Is the customer satisfied with improved quality of service ? Has the system created a transport community linked together to optimize trade flows across the sub-region ? Has the system introduced transparency to the management of transport modes and principles of good-governance (reduction of fraud, contraband, malpractices, artificial obstacles), Have any other complementary technical aspects been addressed (such as improvement of telecommunications, increase of ‘savoir faire’ of operators), Have any social aspects been addressed (e.g. Increase in technological skills, employment in new fields, reduction of paperwork and subsequent errors, even cross border movements for passengers). |
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