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istics Services) over three years. ITeLS terminated on August 31st 2004. One of the largest internationally operating freight forwarders inNorthern Irelandwas one of the industrial partners. The firm is active in sea-, air-, road-, and to a lesser extent, due to a restricted local rail network, in the transport of rail freight. They assisted substantially with the validation of the modes, the provision of data as well as with the evaluation of the results of the simulation. One point that became clear very early in the project was that information technology (IT) has been used to transfer data (EDI) in international freight forwarding since the mid 199ties. What is continuously changing though is the extent of the use of IT, the sophistication of software systems and supporting hardware as well as the application of the work of the UN’s Facilitation Committee, and procedures involved in complying with legislation and regulation, e.g. the New Export System of the UK and the new Transit System of the EU as well as the efforts of the combined might of the World Trade- and World Customs Organisations to harmonise import- and export procedures are cases in point.

Similarly to the supply chain selected in eLOGMAR-M, the international supply chain to be modelled extended from North-West Europe to theFar Eastand included just one buyer and one seller.

The model of this, generic, supply chain based on Incoterms was developed in the form of 16 sub-modules. They address the following items and activities taking place within the supply chain:

1. The purchasing contract.

2. The preparation of the cargo for export.

3. Selection of transport mode and routing.

4. Insurance for pre-contractual carriage.

5. Export documentation including customs declaration.

6. Delivery of the cargo from the exporter to a freight forwarder (pre-contractual carriage).

7. Consolidation, groupage and delivery of the cargo from freight forwarder to the main carrier.

8. Loading of the cargo at the point of departure for the main carriage.

9. Delivery of the cargo delivery to port/airport or inland depot close to importer and end of main carriage.

10. Activities of the break-bulk agent (de-consolidation).

11. Insurance for post-contractual carriage.

12. Import documentation including customs declaration.

13. Collecting of the cargo from the port/airport or inland depot.

14. Post-contractual carriage and delivery to the buyer.

15. Cargo inspection by the buyer.

16. Buyer/Importer completes the transaction/contract.

Modelling by flowcharting started the task of making the business processes implied in the links of ‘buy’, ‘make’, ‘move’, and ‘sell’ of the supply chain visible.

Figure 5: Summary of Main Module based on Incoterms

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