Computers in Industry 62 (2011) 795–810

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Computers in Industry
journal homepage: www.elsevier.com/locate/compind

RFID based model for an intelligent port

Joseph K. Siror *, Sheng Huanye, Wang Dong
Computer Science & Engineering Department, Shanghai Jiao Tong University, 800 Dongchuan Road, Shanghai 200240, China

A R T I C L E I N F O A B S T R A C T

Article history: Ports globally face considerable challenges ranging from efficiency in operations to security threats.
Received 24 May 2011 These call for research on innovative solutions with minimal reliance on manual interventions and
Accepted 2 August 2011 controls. This paper discusses the design and operation of an intelligent model of a port. The model is
Available online 31 August 2011
designed based on the challenges, experiences and operations of the port of Mombasa. Radio Frequency
Identification (RFID) technology is central to the model in enabling intelligence. The embedded
Keywords: intelligence includes: what is entering or has entered the port; what is in the port; what is leaving or has
Intelligent port
left the port; legal (authorized) and illegal (un-authorized) transactions and movements; and, health and
Intelligent port simulations
Intelligent logistics
risk status of the cargo. Remedial measures are instituted upon observation of violations or deviations
RFID together with alert generation on violations or whenever set thresholds are exceeded that are then sent
RFID simulations to relevant persons or agencies as defined in the system. The basis of the intelligent model, design,
working operations and supporting technologies are presented. Simulations of the model are undertaken
for movement of goods from arrival at the port to release using four simulations. Details of the simulation
design and results are presented. An evaluation of the model and how it addresses the challenges
currently being experienced are provided. Finally, the benefits of implementation, limitations and likely
direction of the future are enumerated.
ß 2011 Elsevier B.V. All rights reserved.

1. Introduction exploring implementation of modern and innovative solutions

Customs administrations roles vary from one country to
another. Their primary tasks relate to facilitation of legitimate
goods movement across administrative boundaries, implementa-
tion of government policies relating to revenue collection from
import tariffs and export taxes, protection against terrorist
activities and, enforcement of quantitative restrictions on imports
or exports of particular commodities [1]. Mombasa port is the
busiest port serving East and Central Africa region and the gateway
to the vast hinterland. Besides Kenya, the port serves Uganda,
Rwanda, Burundi, Democratic Republic of Congo, Southern Sudan,
North Eastern Tanzania, Southern Ethiopia and Somalia. The port
has been facing considerable challenges in handling imports into
and transiting through the country. This problem is further
compounded by the ever increasing volumes of cargo being
handled at the port. The volume of transactions in the port is
expected to increase further with the planned pipeline for oil from
Southern Sudan and from Uganda (recently discovered) is
discharged through the port.
In order to improve port efficiency; secure the tracking of
goods; and to curb diversion of transit goods, the port has been
* Corresponding author. Tel.: +86 254722847145; fax: +86 25420318071.
E-mail address: josephsiror@gmail.com (J.K. Siror).
including intelligent systems based on Radio Frequency Identifi-
cation (RFID). Embracement of intelligent technologies is however
limited to tracking of transit goods. For the port to be able to deal
with the current and future challenges, it is necessary for modern,
intelligent, and innovative technologies to be expanded to include
all port operations.
The choice of Mombasa port as the basis of the intelligent port
model stems from the immense challenges it has been facing in
handling of cargo and the environment upon which it is operating.
These include:
 It serves countries that have varied levels of stability ranging
from those that are very stable to failed states;
 The port is in a country with porous borders where only small
sections of it are manned or fenced;
 The countries of the region have high dependency on import
duties and taxes for running their governments (this accounts to
over 40% for some countries in the region);
 The port operates in a coastal environment where one side is
peaceful and stable while the other is unstable and is
characterized by rampant pirate attacks, drug trafficking and
related criminal activities;
 Considerable problems related to diversion and smuggling of
goods some of which are explosives, small arms and drugs into
and out of the country; and, Dependence on manual and semi-

0166-3615/$ – see front matter ß 2011 Elsevier B.V. All rights reserved.
doi:10.1016/j.compind.2011.08.004
796 J.K. Siror et al. / Computers in Industry 62 (2011) 795–810
automated systems with limited functionality and features to
adequately address the risks.
The model is based on RFID, a technology with the capacity to
provide intelligence necessary to meet the ever increasing
demands for better services in an environment of increasing
volumes of trade and current challenges. The technology has been
selected as it is capable of enabling intelligent operations and thus
enable transition of ports to intelligent based. The technology will
continue to play an important role in automated handling of goods
and tracking due to its ability to operate well in a variety of visually
and environmentally challenging conditions such as snow, ice, fog,
paint, grime, inside containers, in vehicles, warehouses and ports
[2]. The principal advantages of non-contact, non-line-of-sight
characteristics enable it to be used in intelligent tracking and
handling of goods.
This paper discusses an intelligent port model that is based on
the experiences of the port of Mombasa. The model employs
modern technologies including RFID which plays a major role in
providing a comprehensive and secure system for goods moving in,
within and out of the port. The rest of the paper is structured as
follows: In Section 2 we discuss related works, Section 3 the model
design, Section 4 simulation, and finally, in Section 5 we provide
the conclusion.
2. Related works
RFID is a technology that uses radio frequency waves to
transfer data between a reader and a tag on the item to be
identified, tracked, or located. It comprises an antenna, tag and a
Radio Frequency (RF) module (reader) with a decoder (transceiv-
er) [3]. RFID is regarded as one of the technologies that will play a
major role in improving performance, increasing integration and
decision structures to enable a paradigm shift to the Internet of
Things [4,5]. The technology has created opportunities for
innovative technologies in manufacturing and logistics [6]. It is
a technology that provides agility, adaptability, and flexibility
which best value supply chains leverage for strategic supply chain
management [7]. RFID is a technology that enables innovation,
speed and flexibility which are considered as the key factors to
competitive advantage [8]. RFID has been successfully used in
manufacturing, supply chain management and logistics since the
mid-1980s and its use is growing rapidly as costs come down and
benefits are widely recognized [9]. Value of RFID in supply chain
management include process automation, creating competitive
advantage by realizing supply chain efficiencies, closed loop
tracking leading to innovation and achieving supply chain
visibility [10]. Other benefits include operational efficiency and
performance of the logistics processes, rectifying inefficiencies in
workflows, enabling a framework for collaboration, planning,
monitoring and execution while optimally adapting in real-time
to operate under unplanned occurrences [11–13]. Ryumduck and
Jeyr [14] have discussed an active monitoring model for the
workflow of RFID logistics management where the system
reduced substantially time for inventory investigation and
moving in and out of materials.
RFID technology is driving innovation in logistics and supply
chains of the future through embedding intelligence in items,
pallets and containers moving in the supply chain thus defining the
future of logistics [15–17]. The conclusions of a study by
Jedermann et al. [18] predicted that use of RFID-Tags on transport
items will be standard in logistics. Models of cases with secure
container closures attached, as well as sell retrofit secure container
kits for converting existing containers to be RFID-enabled have
already been made [19]. RFID based Tamper Resistant Embedded
Controller (TREC) that integrates GPS, sensors, and General System
for Mobile/General Packet Radio Service (GSM/GPRS) and satellite
communication where there is no network coverage for Secure
Tradelanes have also been designed using supporting software
such as Service Oriented Architecture (SOA) based IBM’s Electronic
Procedure Code Information Services (EPCIS) for ocean-going
containers [20].
Smart logistics has had several definitions that include a system
that enables:
 Humans to be free from control activities that can be delegated to
smart products and services [21];
 Instant and electronic generation of information and requisitions
[22];
 Visibility, and postponing of decisions to the last moment while
allowing adequate reaction to disturbances; and
 Association of data properties such as location, location history
with individual items to enable reaction to changes in the
environment [23,24].
Yang et al. [25] discusses a device which when embedded
into a product would acquire lifecycle data. Nikitakos et al.
presents a study of Digital Shipping based on the Greek
experience, the conclusions of which were that digital shipping
revolves around dominant business models that include
electronic port services [26], the study however did not provide
a design, deployment or the details of how such an electronic
port would operate. It is thus evident from literature that smart
and intelligent systems will define the operational frameworks
of future systems, and especially supply chain operations. Little
literature has however been focussed on the design, modelling,
deployment and use of smart and intelligent systems in customs
administrations despite the dire need. The key drivers towards
the future direction of intelligent systems are not only the
benefits realized from increased automation, but inability of
manual and semi-automated systems in handling increased
demands for speed in an environment of increasing volumes of
trade and risk of goods to theft, smuggling and terrorist
activities.
Global supply chains are hyper-connected models of efficiency
and risk. The global import/export market exceeds US$6 trillion,
with 15 million containers continually being transported on
46,000 vessels through 4000 global ports. Each link and node in
the supply chain is subject to a variety of threats such as from
fraud to terrorism. While under great pressure to maintain
security, port operators are penalized for supply chain interrup-
tions. Among them are estimated 20-plus freighters owned or
controlled by al Qaeda [27]. Terrorism is recognised as a complex
risk that is difficult to eliminate, the goal is thus to minimise it as
much as possible [28]. This complicates the task of enhancing
security as it always impacts negatively on speed of clearance.
Delays on the other hand will lead to supply chain interruptions.
According to experts more catastrophic terrorism is expected
where transportation assets may be turned into weapons.
Vulnerability to freight-oriented terrorism is multi-faceted,
reflecting the diversity, ubiquity, and openness of freight
transportation systems; availing terrorists an immense array of
choices. Freight systems were designed and are operated for
economic efficiency and profit, but not for security. There is thus
need for technological development and research to provide tools,
technologies, and processes capable of addressing these complex
challenges [29,30]. The looming challenges of the future make it
vital for port administrations to consider intelligent handling
methods. Manual and semi-manual methods of goods are totally
inadequate in dealing with the current challenges and would
ultimately collapse. Any effort to enhance speed in such a set-up
 J.K. Siror et al. / Computers in Industry 62 (2011) 795–810
would be at the expense of security. It is thus important for
researchers to provide models for intelligent logistics and
particularly those that address the needs of customs and port
administrations as there is little literature despite the key roles
they play on the overall efficiency and security of the supply chain.
Additionally, customs and port administrations are exposed to the
highest risks and stand to be a major bottleneck in the supply
chain process. There is thus need for intelligent systems built on a
framework of speed, efficiency and effectiveness and with the
required level of security. Considerable academic literature is
however available on use of RFID for the wider supply chain
logistics. For ordinary supply chain, all the participating players
are interested in the goods arriving at the destination, and once
done; the transaction is completed and considered a success.
Customs administrations have however a wider role that includes
restricting or prohibiting entrance of certain commodities to their
administration. Only legitimate goods should enter and pass
through their administration. Additionally, they are required to
ensure that traders pay correct taxes and duties. This would
include detecting those who falsely declare, under-declare or
report the theft of their goods so as to evade payment of taxes. The
task is further complicated by existence of corrupt government
officials who through bribery abet tax evasion and unscrupulous
behaviour by traders.
The Kenyan customs administration has piloted two RFID based
systems to track transit goods from the port of Mombasa to the
frontier offices [31,32] where considerable benefits have been
realised. The Relevant Time Tracking System (RTS) is one of the
piloted systems and relies on RFID infrastructure installations at
the port and at critical points along the transport corridor. The
infrastructure would then provide cargo status information
through interrogation of the Electronic Seals from the Outdoor
RFID readers as the trucks pass these key points. The Real Time
Location and Tracking System (RTLS) was the second system
piloted, however, unlike RTS, it does not depend on external
infrastructure. RTLS system entail fitting the truck with Automatic
Vehicle Location (AVL) that integrate GPS receiver (for providing
location information), RFID Reader (for reading status of the
Electronic Seals), and GSM/GPRS communication so as to provide
real time cargo information to the control room. The benefits have
however been limited due to the predominant manual processes in
the port. More benefits can be realised if intelligence is ingrained in
the entire operations of the port, from arrival of cargo, handling,
and verification to release from the port. It is thus necessary for
research to be undertaken on the likely models for employment by
customs administrations desiring to have a higher level intelli-
gence in their ports. This paper seeks to addresses this gap by
proposing an RFID Based Intelligent Model hereafter named
Kipkalya Intelligent Customs Port Model (K-ICPM). The model is
based on RFID; a technology that has emerged as one that will play
a leading role in intelligent and smart systems. The model
addresses the security of goods from the time of offloading from
the ship, movement within the port to eventual release and exit
from the port.
3. Model design
3.1. Introduction
KICPM intelligent customs port model is proposed. The model
defines a port that uses smart or intelligent systems to accomplish
the following:
 Have intelligence on:
 what is expected to arrive at the port;
 what is entering or has entered the port;
797
 what is in the port;
 what is leaving or has left the port;
 all legal (authorized) and illegal (un-authorized) transactions
and/or movements and initiate remedial measures;
 Generate alerts on violations and report/escalate them to
relevant officers or agencies accordingly;
 Continuously monitor the health status of sensitive or perishable
cargo;
 Provides intelligence information or initiates remedial measures
where required or applicable; and
 Provide alerts when the required thresholds in a given area, yard
or context are exceeded.
3.2. Technology framework
The key technology for enabling intelligent operations in this
model is RFID. The operation of the model relies on RFID
infrastructure in the port which is composed of readers, active
tags and communication infrastructure. The standards governing
active RFID Cargo tracking devices is ISO/IEC 18000-7 [33] for air
interface. The devices operate in the 433 MHz band. Communica-
tion between interrogator and tag is Master–Slave type with the
interrogator initiating communication then listens for response
from a tag. Related standards include ISO 17363 which provides
the definition for the seals and tags with air interface parameters
conforming to ISO/IEC 18000-7. ISO 17363 [34] defines four
categories of devices for tracking freight containers namely
Container License Plate Tag, Container electronic seal and Item
Tag. ISO 18185 standards deals with Electronic Seals for Freight
Containers and has seven parts with Part 1 dealing with
communication protocol and Part 7 the physical layer. ISO
18185-7 Type A [35] defines the physical layer of Electronic Seals
operating at 433 MHz band. It has dual frequency operation with
the physical layer operating at 433 MHz for long range Link and
Low Frequency (LF) short-range link operating at 123–125 kHz and
using On-Off-Keying (OOK) modulation schemes. Six-byte combi-
nation uniquely identifies a tag with the first two being Tag
Manufacturer ID and last four bytes being the Tag Serial Number.
Interrogators issue commands to the tag which may be broadcast
or specific. The commands include collection of tag IDs, sleep,
password, read/write memory and table related commands. Some
of the commands such as for writing are guarded through
password protection. The long range links are used for replying
to the interrogation from a reader. In our model, these devices shall
be used for the following.
3.2.1. Cargo shipment tag/electronic seals
In our model, the cargo arriving will have been secured at the
manufacturers’ premises or port of origin and tracked the entire
journey. The tracking device would usually be an Active RFID tag
such as Electronic Seals, Container Security Tag and Sensor Tag
which are shipment tags described in ISO 17363/18185 and ISO
18000-7 for the air interface. The devices operate at 433.92 MHz
and 123–125 kHz for the Low Frequency (LF) short range
operation. The industry available types that conform to these
standards are such as Evigia EV3-CST, Identec i-Q310 CST, Savi ST-
675, Savi SR-662 and Hi-G-Tek 18.7 Secure Series [36–39], some of
which have been used in the US military for tracking containerised
cargo [40].
3.2.2. Asset or item tags
To enable advanced level of intelligence, the cargo contents are
also tagged. The tags used would depend on the nature and
requirement of the goods. This may vary from cheap general cargo
in cartons or pallets, in which case simple passive tags can be used.
798 J.K. Siror et al. / Computers in Industry 62 (2011) 795–810
Fig. 1. Intelligent port active RFID fixed reader installation.
For sensitive cargo, active RFID Asset Tags with sensors for
advanced monitoring would be required. Industry available
advanced tags with sensors include Evigia EV3-AT, Identec i-
Q310 ATR and Savi ST-616 or ST-618 [36–39]. The advanced tags
conform to ISO 18000-7 standard and are usually more suitable for
pallets, drums, cartons and perishable goods. The attachments of
the tags are by use of attachment ties, magnetic mount, mounting
bracket or kits and Pressure Sensitive Tape.
3.2.3. License plate tag
These are active RFID tags designed for tracking motor vehicle
or trailer units. This is applicable for cargo in the form of motor
vehicle or trailers. These tags can also be used for tracking
equipment used for lifting cargo out of the port.
3.2.4. RFID infrastructure in the port
To facilitate automatic identification and tracking within the
port, active RFID readers will be installed to provide coverage for
the entire port. To support interoperability, active RFID readers
would conform to ISO 18000-7; and thus DASH7 (the alliance
lobbying for the adoption of the standard) [41] compliant. The
industry available active RFID readers conforming to this
standard are such as Evigia EV3-AFI, Savi SR-650, SR-652 and
Identec’s I-Port F310. For complete coverage of the port, the
readers will need to be installed in a matrix (depicted in Fig. 1)
so that the whole port is within interrogation range of at least
one reader. The Active RFID readers are placed equidistant from
each other; the distance apart being the interrogation range of
the readers. The interrogation range of the industrially available
Active RFID readers conforming to ISO 18000-7 is between
100 m and 150 m.
3.2.5. Communication infrastructure
Events from the Container Security Tags or Electronic Seals will
need to be received and processed by Central Processing and Control
Centre (CPCC) system. The Communication infrastructure covering
the whole port will be responsible for this function. Several
technologies can be used for this purpose; however a mix of
wireless and fibre are preferable. Underground fibre network is most
suitable as it provides high quality communication and is immune to
noise interference by other electromagnetic transmissions.
3.2.6. EPC global architecture framework
Our model borrows heavily from Electronic Procedure Code
(EPC) global architecture framework [42] particularly Filtering and
Collection, EPCIS Capture, EPCIS Query, EPCIS Accessing Applica-
tion and EPCIS Repository in describing the processes and
functions of the model (see Fig. 2).
3.3. Design subsystems
Our proposed intelligent model is composed of the following
five subsystems. They are namely:
 Central Processing and Control Centre (CPCC)
 Location Movement Control and Management (LMCM)
 Sensitive Goods Control and Monitoring (SGCM)
 Cargo Handling Control and Management (CHCM)
 Verification Control and Release Management (VCRM)
The architecture and high level class diagrams are given in
Figs. 3 and 4, respectively.
3.3.1. Central processing and control centre (CPCC)
This is the core of the system and is responsible for coordinating
all the activities receiving/sending all messages from external/
internal systems to the relevant systems and to the customs back
office system. Using EPC Global architecture, the subsystem is
responsible for Filtering and Collection, EPCIS Capturing and
contains the EPCIS repository. The functions would include the
following:
 Receives raw tag reads and events from RFID readers in the
port;
 Filtering, aggregating, grouping and analysis of the tag reads and
transforming them into streams of events suitable for application
logic;
 Map between tag IDs and containers in the yards, thus insulating
client applications from knowing readers, antennas or tag IDs
 Recognition of EPC-related business events and delivers these as
EPCIS data to the relevant modules and systems;
 Storage of the processed information in the EPCIS repository and
providing means for client applications to query;
 Provides a path for communicating EPCIS events generated by
EPCIS Capturing Applications to other roles that require them,
including EPCIS Repositories, internal EPCIS Accessing Applica-
tions, and Partner EPCIS Accessing Applications.
 Provides means whereby an EPCIS Accessing Application can
request EPCIS data from an EPCIS Repository or an EPCIS
 J.K. Siror et al. / Computers in Industry 62 (2011) 795–810 799

Fig. 2. EPC global architecture, source: [42].

Capturing Application, and the means by which the result is
returned including authenticating the requesting systems.
Module role spans all the other modules and provides the
interface to other systems. It acts as EPCIS Accessing Application in
getting relevant information such as Import Declaration Forms
(IDF) databases, electronic shipping manifests, electronic packing
lists for cargo destined to the port. The information is then used to
avail information on what is expected to arrive at the port. Through
querying of the customs systems, CPCC always has access to
information on clearing status of cargo in providing information on
authorized and un-authorized movements to LMCM.
3.3.2. Location movement control and management (LMCM)
LMCM unit is responsible for processing of location information
of all the cargo in the port and establishing whether the
movements are authorized or not. All RFID tag reads from the
RFID infrastructure covering the entire port is relayed to CPCC. The
module is thus responsible for evaluating every movement of
containers whenever they are loaded onto a truck and moved. The
technology for detecting movements can be by monitoring change
of parameters such as Radio Signal Strength Indicator (RSSI) from
the readers in the vicinity of the cargo as it is moved away. Such a
movement would result in the cargo getting out of range from
other readers and within range of others. Other technologies are
such as active RFID location markers and reference tags, where any
movement will be reported by the nearest reference tags to the
readers and thus identified [43]. LMCM as an EPCIS Accessing
Application will query EPCIS repository resident in CPCC for all
events relating to change in its key indicators related to cargo
movement. Once received, the information is used to monitor
cargo movement and raise alerts where the movement has not
been authorized. At the time of obtaining information on the key
indicators, it also obtains information on authorization informa-
tion resident in CPCC via access to customs application. LMCM is
800 J.K. Siror et al. / Computers in Industry 62 (2011) 795–810

Fig. 3. Intelligent port architecture.

responsible for providing an inventory and location of all cargo and
distributions within the port. Thus, LMCM acts as both EPCIS
Accessing Application when obtaining information from CPCC and
EPCIS Repository for inventory and location information.
3.3.3. Sensitive goods control and monitoring (SGCM)
This unit is responsible for monitoring perishable goods or high
risk cargo. This category of goods usually require special handling
as they are susceptible to damage or dangerous consequences such
as explosion if handled carelessly. This category of goods will be
equipped Container Security Tag with multiple sensors to monitor
internal environment. Thus, the cargo inside would be expected to
have asset tags embedded with sensors such as for light, humidity,
temperature and sound for environmental monitoring. The asset
tags are such as Evigia EV3-AT, Identec i-Q310 ATR and Savi ST-616
or ST-618 for individual items, pallets, or drums monitoring. While
all the RFID events will have been received by CPCC and stored in
its repository, SGCM will constantly be querying relevant
information from it as an EPCIS Accessing Application. Where
violations are observed or anticipated spoilage or danger, SGCM

Fig. 4. Simplified high level class diagram.

 J.K. Siror et al. / Computers in Industry 62 (2011) 795–810
generates alerts and messages to relevant agencies for corrective
action. Processed information will be available for querying by
CPCC and update of its own repository. Thus, SGCM acts as EPCIS
Accessing Application when obtaining information from CPCC and
EPCIS Repository when availing information concerning the status
of sensitive goods in the port.
3.3.4. Cargo handling control and management (CHCM)
This will be responsible for guiding forklift and truck drivers
through navigational tools (with detailed map of the port) on the
route to use to pick or offload the cargo. Cargo trucks utilising the
port would be required to have purchased and installed a
compliant navigational system in their truck (be it a dedicated
navigation system or an advanced Mobile Device) with wireless
capability and navigational features, where upon reaching the port
is linked to the port system for navigation. Container Security Tag
such as Savi ST-675 [39] operate on two frequencies, namely
433.92 MHz for long range (over 100 m) and LF or 123–125 kHz
with a range of up to 3.6 m. LF will be used for identification of the
container picked. Thus, when wrong goods are picked, RFID tag
events resulting from interaction between the interrogating reader
on the forklift and the Tag using LF channel will result in event data
being transmitted to CPCC. CPCC will immediately generate an
alert that will be picked by CHCM. Upon receiving the alert, CHCM
will generate an alert to the driver through their mobile device. The
RFID readers installed on every forklift, crane or trucks will
continuously send their events through the RFID infrastructure to
CPCC. After processing, the EPCIS information will be picked by
CHCM, undertake further processing, generate and store status
information on the loadings. The order of containers to be lifted is
dynamically adjusted depending on the current location of the
forklift and location of the containers to be loaded. Other
parameters that are used include traffic congestion in a particular
area. The Mobile devices will make use of wireless technology for
receiving updates and traffic information for re-routing where
necessary. CHCM will thus be an EPCIS Accessing Application with
respect to details of what is to be loaded and events relevant to
loading and handling; and, an EPCIS Repository for information on
the loadings in the port.
3.3.5. Verification control and release management (VCRM)
This unit monitors the goods and ensures that only those goods
that have been legitimately cleared leave the port. Any violations
are immediately detected and appropriate action taken. After
completion of the process without violations local goods are
allowed to be removed, while transit goods are released for
tracking to frontier offices.
3.4. Supporting technology
3.4.1. Tracking system
Active RFID readers with omni-directional antennas will be
installed in a matrix to provide coverage for the entire port. The
reader array will also be used to provide location information
using appropriate schemes such as triangulation among others.
The Electronic Seals used on the containerized cargo will be
expected to support at least two frequencies, UHF and LF. UHF
will be used for long range communication with the field readers
for location or monitoring by LMCM or SGCM. LF will be used for
short range communication for CHCM in providing information
on what has been loaded, offloaded or is being carried. Thus,
cranes, trucks and forklifts will be mounted with LF Readers to
facilitate this functionality. Motion, tilt, light, vibration, tem-
perature and humidity sensors embedded in the shipment tags
or inside the container will aid detection of advanced intrusions
such as removal by cutting container sides. Such attempts will
801
thus result in generation of alerts through analysis of sensor
data. Thus, the sensors will aid in the process of identification of
violations, besides the other external measures. Communication
from devices is transmitted to the communication centre using
wireless technologies with multiple access points for a complete
coverage of the whole port connected to a fibre backbone. The
system will contain the status of all containers in the port; any
required movement or transfers within the port; and those
released. The system will additionally provide details of the
equipment that will be used for the particular function such as
the crane that will be used to load, the truck that will be used to
carry. Trucks and equipment used for loading of cargo will be
expected to have RFID Readers and Navigational tools. However,
those without are supplied with portable units for guiding them
to the loading point and providing the necessary information to
the intelligent system. The units will then be surrendered back
upon exit from the port.
3.4.2. Verification
3.4.2.1. Risk profiles. The risk assessment of the cargo is under-
taken by the Enhanced Automated Targeting and Profiling System
and results send to the port system indicating the channel that the
cargo is to be cleared through, which would vary between Direct
Release (Green Channel), Non Intrusive Inspection (Yellow
Channel) and Physical Verification (Red Channel). According to
the model design, an average 90% of the cargo should be cleared
through the Green Channel, about 20% on the Yellow Channel and
less than 1% on the Red Channel. However, of the 20% going
through the yellow channel, after scanning up-to five percent may
be required to pass through the Red Channel in addition
depending on the results of the process. Initially, the percentages
may be disproportionate, but as the data is built up and the
accuracy increases, the efficiency of the system increases.
However, the actual figures would be guided by compliance level
that usually depends on the effectiveness of risk management
tools utilised.
3.4.2.2. Non intrusive inspection. Non intrusive inspections are
undertaken for risky cargo. Scanning systems are integrated with
the port system for automated uploading of relevant information.
By using RFID readers installed at the entrance to the scanning
area, the identity of the container is automatically deduced and
EPCIS repository queried by use of EPCIS Accessing Application on
relevant information regarding the cargo and contents. The
container would then be scanned using X-ray, Gamma Ray
technology and at times neutron assisted for automated detection
of drugs, explosives or metals. A comparison is then automatically
undertaken between the scanned results and with the declared
contents. The process may however require further analysis by
experts where complex analysis is required.
4. Simulations and tools
4.1. Tools
Five simulation tools from two providers were used for the
simulations. The tools include Rifidi project quoted in literature as
one that provides open source integrated development environ-
ment for RFID that enables full tests without incurring any
investment [44,45]. The other is RFID Anywhere by Sybase which
though is a commercial tool is available for use in simulations. The
tool has been used by Correos Spanish postal service which handles
over 5 billion postal deliveries each year, serving over 19 million
homes and 2 million companies a day and has the largest
successful RFID project in Europe. Other users include Cesar
802 J.K. Siror et al. / Computers in Industry 62 (2011) 795–810

Castillo in Puerto Rico, a pharmaceutical company that uses RFID Table 1

Intelligent packing and dispatch – Rifidi Emulator Configuration.
for inventory control purposes [46]. The simulations exploited
specialised features in each of the tools to provide a complete Item Reader 1 Reader 2 Reader 3 Reader 4
simulation for each intelligent process. Some of the simulations 1. Reader type Alien 9800 Alien 9800 Alien 9800 Alien 9800
entailed combining two tools for complementary purposes. Several 2. Name Docks Yard Verification Port Gate
scenarios were simulated using each of the tools. Rifidi prototype 3. No. of antennas 4 4 4 4
was used to visually test the business logic. 4. IP address 127.0.0.1 127.0.0.1 127.0.0.1 127.0.0.1
5. Port 20000 20001 20002 20003
The simulations were done using EPC Generation (Gen) 2 tags
even for processes where Active RFID tags were envisaged. This
arose due to the limitations in the choices for tags available from
the tools. However, the objective could be achieved as none of iii. Cargo moving in violation of business rules and logic such as:
the features inherent in active tags were being used in the From Docks to Yard and then back to Docks.
simulations. The use of the tags was for automated identification
and data capture, in which case any type of tags could do. 4.2.1.2. Program logic and flow. Open Services Gateway Initiative
The aim of the simulation is to provide a proof of concept on (OSGI) was used together with spring application development
how intelligent technologies can be used to realise an intelligent framework. Use of spring was to relieve the amount of boiler-plate
port. The simulation thus encompasses goods movement from code and due to easy integration with OSGi for help in starting up
arrival at docks to departure from the port gates. bundles and access to the OSGi service registry. It is thus used to
create objects, register them as services, look up services from the
4.2. Simulations OSGi service registry and inject them into their objects. The
applications are in two parts: the application bundle that
4.2.1. Rifidi Edge Server simulation implements the business rules and the web application for
displaying the items. Communication between them will be
4.2.1.1. Simulation. To guide the simulation, we first define the
through Java Messaging Service (JMS).
business rules and logic:
Esper is an event processing language that allows one to define
queries in an SQL-like syntax that operate on events; thus data
 All cargo docking shall have been secured with RFID based
flows through the query as it is produced [47–49]. The sample
Container Security Tag or Electronic Seals;
program code with description is provided in Appendix A.
 Docks shall be the beginning point for all cargo movements in the
port;
4.2.2. RFID anywhere simulation
 After being received at Docks, all the cargo will then be moved to
This simulation was undertaken using RFID Anywhere Simula-
the yards;
tion Tools. The simulation was undertaken as follows:
 All the cargo from the yards will be taken through verification
area (a small percentage would ordinarily be verified);
i. Tags representing the cargo was created using RFID Anywhere’s
 Some of the cargo will go through verification (scanning or
RFID Data Editor with the following configuration:
intelligent verification) before release;
 EPC SGTIN-96 Type Partition Six.
 The system should automatically identify and capture all
 Nine time slices each lasting 10 s were created to define when
movements arrival at Docks, movement to Yard, Verification
the EPC tags should appear during the simulation. The nine
and finally the gates;
were named T0, T10, T20, T30, T40, T50, T60, T70 and T80
 Upon departure from one location, the cargo is expected to arrive
respectively, with waiting time of 5 s between each time slice.
within a stipulated period;
 Four sessions of simulation data were created to represent the
 Items are not allowed to move in the opposite direction.
Docks, Container Terminal, Verification and the Gate.
 The timings in seconds of loading into the simulation
Rifidi Emulator was used to create four RFID readers and tags environment were configured as provided in Table 3.
with configurations given in Table 1. ii. Four RFID Multiprotocol Simulators to represent the Docks,
The Edge Server was used to create a corresponding number of Container Terminal, Verification and the Gate were created
virtual RFID readers and configured to poll the virtual readers respectively. The simulators were configured to use the
created by Rifidi Emulator. Table 2 provides the configuration simulation data for their respective areas.
settings. Reader Alien_1 was configured to poll the virtual reader iii. A web service developed using C# was used to provide
named Docks, Alien_2 Yard, Alien_3 Verification and Alien_4 the information on the tags read from either the stores or the
port gate respectively. Rifidi Emulator was then used to generate loading bay upon request by a consumer. The Web Service was
EPC Gen 2 tags. deployed into RFID Anywhere and started.
The EPC tags were moved to appear before the reading zones of iv. An application developed in C# was then used to consume and
the respective virtual RFID readers to emulate actual goods flow. display the tags read from each of the locations in the
The EPC tags were next moved in violation of business rules and simulation.
logic. Observations were next undertaken on the program response
and particularly whether the violations were detected and Table 2
appropriate alerts and actions undertaken. Screen captures of Intelligent packing and dispatch – Edge Server Configuration.
the simulation running for Rifidi Emulator and the display of the Item Reader 1 Reader 2 Reader 3 Reader 4
simulation results on a browser are provided in Figs. 5 and 6
1. Reader type Alien 9800 Alien 9800 Alien 9800 Alien 9800
respectively.
2. Name Alien_1 Alien_2 Alien_3 Alien_4
The following scenarios were created and tested successfully: 3. No. of antennas 4 4 4 4
4. IP address 127.0.0.1 127.0.0.1 127.0.0.1 127.0.0.1
i. Cargo arriving at Yard, Verification or Gate without having been 5. Port 20000 20001 20002 20003
6. Settings Poll Poll Poll Poll
received at Docks;
7. Repeat period 1000 ms 1000 ms 1000 ms 1000 ms
ii. Delay of cargo in arriving at the next location;
 J.K. Siror et al. / Computers in Industry 62 (2011) 795–810 803

Fig. 5. Intelligent port simulation — Rifidi emulator.

v. As per the simulation, the Tags were initially 30 in the Docks,
then they kept decreasing as per the execution cycles i.e. 30-24-
18-12-6-3, while the tags in the Container Terminal kept
increasing from 0-6-12-18-27 and similarly between the
Container Terminal and Verification Area where the numbers
for Container Terminal would start decreasing, while the ones
for Verification kept increasing, and finally between Verifica-
tion Area and the Gate. Fig. 7 provides a screen capture of the
simulation application running.
At any stage of the process, the inventory position of the tags
was available from the system. Scenarios depicting anomalies and
violations were next tested. These included:
 A tag being created and configured to appear at a subsequent
location without originating from Docks, which is usually an
anomaly
 Items being taken to the wrong yard
 Items disappearing from the port
For all the violations, the system automatically generated alerts
and messages signifying the anomaly.
4.2.3. Rifidi prototyper simulation
This simulation was done using Rifidi Prototyper to test the
business logic of the supporting system and was undertaken as
follows:
i. Draft of a blueprint representing the port was drawn;
ii. A new prototype was created using the blueprint;
iii. Alien 9800 readers were next created to represent
readers installed at the Docks, Container Terminal, General
Terminal, Verification, Scanning, Motor Vehicle Yard and the
Gate;
iv. Several tags were next created to represent the cargo. The tags
created were Gen 2 EPC, SSCC type;
v. The readers were then position in the different locations to
create hotspots;

Fig. 6. Display of results for docks, yard, verification, port gate and alerts.
804 J.K. Siror et al. / Computers in Industry 62 (2011) 795–810

Table 3 were sent by either or both Electronic Mail and SMS to the parties
Simulation data configuration for intelligent port.
configured to receive the specific alerts.
Docks Container Scanning Gate
terminal 4.2.4. Rifidi tag streamer simulation
Tags Wait Tags Delay Tags Wait Tags Wait An experiment was undertaken to simulate arrival of goods to
T0 30 0 0 10 0 0 0 0
the port, movement to the yard, verification area and finally exit
T10 25 0 5 0 0 0 0 0 from the port. The simulation was undertaken to reflect actual
T20 20 0 5 0 5 0 0 0 scenario where attempts of stealing or bypassing procedures
T30 15 0 5 0 5 0 5 0 would be undertaken and how the system can be designed to curb
T40 10 0 10 0 10 0 5 0
that. The following business logic was used to guide the
T50 5 0 10 0 15 0 5 0
T60 3 0 7 0 20 0 5 0 simulation:
T70 2 0 3 0 25 0 5 0
T80 1 0 3 0 25 0 5 0 - Tags with prefix AA01 and AA02 represent high risk containers
that should undergo verification. The movement of the cargo
according to the business rules and logic is thus Docks-Yard-
vi. Simulation was next moved from edit mode to run mode (See Verification-Gate.
Fig. 8); - Tags with prefix AA03 and AA04 are low risk containers that are
vii. The tags were moved according to the usual workflow and directly released without verification. The movement of the
system response observe to confirm that that reports cargo according to the business rules and logic is thus Docks-
generated and messages were working as design. Yard-Gate.
- If cargo represented by prefix AA01 and AA02 arrives at the gate
without having passed through verification, an alert is creating
Several queries were run on the inventory position and location
for the violation; namely cargo has bypassed a mandatory
and the system responded by providing the correct information for
verification process.
each.
- Any violation should result in generation of alerts and where
Scenarios depicting anomalies and violations were next
applicable transmission via Short Messaging and e-mail to the
undertaken to test the alert processing. Scenarios tested included
relevant officers or agencies as defined in the business rules.
the following:

The simulation was undertaken using Rifidi Tagstreamer [50],

i. Moving of the cargo from the ship (Ocean) bypassing the Docks
with the following design:
(receiving area) to particular yards;
ii. Bypassing verification area for cargo required to undergo
 Components used
verification;
 ID 0 - One Alien 9800 RFID Reader for ships Docking Area
iii. Moving cargo to the wrong yard;
 ID 1 - One Alien 9800 RFID Reader for the Yard
iv. Cargo arrival at the Gate having bypassed some prior stages.
 ID 2 - One Alien 9800 RFID Reader for the Verification
Area
For all the violations, the system responded by automatically  ID 3 - One Alien 9800 RFID Reader for the Gate
generating alerts. The alerts were based on the configuration and  Batches

Fig. 7. Simulation application running.

 J.K. Siror et al. / Computers in Industry 62 (2011) 795–810
Fig. 8. Prototyper simulation and testing of intelligent port.
 Batch 0 - One Batch of Tags, with a prefix of AA01 and AA02 to
designate goods subject to verification. This represented
category of goods requiring verification. The movement was
thus Docks-Yard-Verification-Gate. This was configured to
generate 2 tags of each prefix per second, have an execution
period of 1000 ms. A random waiting period of between 200
and 500 ms was created between the generations of one prefix
to the other.
 Batch 1 - Second Batch of Tags, are used to simulate low Risk
category of goods usually given Direct Release as they do not
have to undergo any form of verification. The movement of this
category of goods is thus Dock, to Yard, to Exit Gate bypassing
Verification Area. One group of tags generated in this batch is
used to simulate this. These were generated with the prefix
AA03 andAA04. One other group of tags were generated to
simulate a violation where those not qualifying for Direct
Release (DR) are treated in a similar manner, these had a prefix
of AA01 and AA02.
 Batch 2 - The tags generated by this batch were used to
simulate violations. The tags were generated in two groups.
The first group were those with a prefix of AA01 and AA02,
execution period of 1000 ms, one tag was generated for each
prefix and a random waiting period of between 200 and
300 ms. The second group were those with a prefix of AA03 and
AA04, an execution period of 900 ms and a random waiting
period of between 300 and 700 ms.
 Batchs 3 and 4 - Were created for inventory purposes. Batch 3
created tags that would end at the Yard and had all the prefixes,
while Batch 4 was for tags that were to end at the verification
area with the prefixes of AA01 and AA02.
 Scenarios
 Scenario 0 - Normal operations - High Risk Goods
 Movements through Docks, Yard, Verification to Exit Gate.
 Scenario 1 - Normal operations - Low Risk Goods, violation for
High Risk Goods.
 Movements through Docks, Yard, Exit Gate.
 Tags not required to undergo Verification had the prefixes of
AA03 and AA04.
805
 Tags that were required to undergo verification but
attempted to bypass are those which used this scenario
and had prefixes of AA01 and AA02. Alerts were required
to be generated for every cargo with prefix of AA01 and
AA02.
 Scenario 2 - This was done to simulate the movements of goods
from Docks to Yard, without proceeding further for the purpose
of creating inventory against the Yard locations.
 Scenario 3 - This was done to simulate goods movement from
Docks–Yard and remain there for building inventory at the
Yard.
 Scenario 4 - This was done to simulate goods movement from
Docks–Yard-Verification and remain there for building inven-
tory at the Verification area.
 Test Unit
 First - Scenario 0 with Batch 0
 Second - Scenario 1 with Batch 1
 Third - Scenario 2 with Batch 2
 Fourth - Scenario 3 with Batch 3
 Fifth - Scenario 4 with Batch 4.
The simulation was then run and for the five test units and
results analysed according to the defined business logic, a
portion of the sample code of the simulation is provided in
Appendix B.
4.3. Querying and reporting
A supporting application was developed to manage the
simulation and process simulation data. The program was
developed using Eclipse Studio with Java programming language,
on an Ubuntu 8.04 operating system with MySQL database for
storage, retrieval for modelling the system. Linux based shell
scripts were developed to support querying location, status and
inventory status of the cargo via SMS. The following are the Short
Messaging processes:
 All users of the system are first registered and details stored in a
MySQL database;
806 J.K. Siror et al. / Computers in Industry 62 (2011) 795–810
 Status of the cargo is constantly updated and kept in a database;
 Users of the system wishing to inquire would sent the container
number to a GSM cell phone number provided by the custom
administration;
 The container number would then be used to query the location
and status and an appropriate response transmitted to the
requester.
Linux based SMStools was used for the simulation. The
simulation used one database with four tables in this process,
namely:
 User Registration TableThis table is used to register the users of
the system. The system registration provides user details that
include cell phone number of the user, e-mail address and their
preferred mode response communication.
 Cargo Details databaseThis table contains the details of the cargo
that include RFID Tag ID of the Seal or Shipment tag, container
number, cargo contents, risk channel of the cargo, Vessel type,
Vessel Registration if cargo is being moved from one location to
the other.
 SMS Transactions Logging TableThis table records all the
requests received and responses given for audit trail purposes.
 Cargo Tracking Transaction TableThis table keeps a log of the
status and location of cargo end-end under intelligent tracking
model.
A shell script was used to manage the receipt and transmission
of responses to requests in the simulation. Once a user is
registered, the user would send a short message (SM) to a number
provided.
 SM is received containing the Container Number
 Query is initiated to confirm that the cell phone number used
belongs to a registered user from the User Registration Table. If
registered, the preferred communication channel is also
obtained.
 Query is initiated to get the RFID Tag ID using the Container
Number from the Cargo Details Table
 Query is initiated to the Cargo Tracking Transaction Table for the
status and location of the cargo using RFID Tag ID obtained from
the Cargo Details Table in (iii) above.
 Response sent back to the requester (if registered) using the
preferred communication channel obtained from registration
table as described in the second bullet.
The script adopts the open source SMS tools in Ubuntu
Linux for handling and responding to all requests. Third
Generation GPRS Modem with SIM card used for receiving
and sending responses. Ubuntu Linux Postfix Electronic Mail
tool was used for sending and receiving e-mails for processing
by the system.
4.4. Simulation results and discussions
During the simulation, the tags generated by all the batches
were interrogated and immediately detected by the virtual
reader designated for the Docks; and, were immediately
registered. The tags were after the random duration (as was
set for the simulation) interrogated and detected by the virtual
readers configured to represent the Yards, Verification area and
at the Exit Gates respectively; as per the design of the
simulation. In the simulation the readers were configured to
read autonomously. For every cycle, the numbers of the tags in
the various locations were known, including the Yard or the area
Table 4
Simulation results.
Docks Yard Verification Gate
AA01 442 400 250 250
AA02 346 300 150 200
AA03 248 200 0 150
AA04 248 200 0 150
Total 1284 1100 400 750
of the port they were in. The numbers were determined by the
number of tags interrogated and detected by the virtual readers at
the Docks (Reader 0), Yards (Reader 1), Verification Area (Reader 2)
and at the Gates (Reader 3). Since the tags were interrogated and
read several times in whichever location, multiple reads were
filtered by the system and tags stored only once in the database and
subsequent reads used as updates. The simulation system captured
all the movement of cargo for both types of goods. Those designed to
pass and bypass the verification area. Whenever any violation was
detected, an alert was immediately generated. For the simulation,
this was undertaken by establishing whether a tag being detected
say at the gate was ready for release, had been detected (by use of a
flag) and cleared in the previous stages. Whenever a tag was
detected for the first time at the Docks, it would be stored in the
system at this stage and a flag registered against the record and time
of first appearance. A separate flag for the Yard would be registered
once the tag was detected at the Yard and in the subsequent stages
until exit. When any tag was detected at the gate, the system would
cross check the flags to confirm it had passed all the intervening
stages as was required by the business rules for the specific prefix
and was ready to be released. Where a previous stage had been
bypassed contrary to business rules and logic, an alert would be
generated and the cargo would not be cleared.
The summary of the results of the simulations is provided in
Table 4.
A total of 1284 tags were generated by the five batches. Of
these, 210 were still in the Yard, 890 had passed from the Yard.
140 were still in verification area while a total of 680 had
reached the gate and left while 70 were in the process of leaving
the gate. This simulation environment allowed a definition of
how long the cargo was to remain in a particular place. The
setting for all was set to a random number with two values, a
minimum and a maximum duration. Of the 450 containers that
arrived at the gate for type AA01 and AA02, 190 attempted
violations were detected, out of these, 110 cases were for
containers that moved from the Yard directly to the Gate while
they were required to pass through verification first according to
business rules and logic. 80 of the cases were for those that were
taken directly from the Docks to the exit Gate, bypassing both
the Yard and Verification. For all these cases, alerts were
generated immediately they appeared at the wrong location. The
simulation was thus able to demonstrate automatic learning for
goods arriving at the port, automatic learning of what is in the
port (Docks, Yard, Verification Area and Gate), automatic
identification of containers with violations (attempts to bypass
mandatory areas for the specific cargo) and automatic learning
of what has left the port.
Location of the cargo could also be obtained by use of the
intelligent querying system. It was possible to receive the locations
for all the cargo in the four defined areas.
4.5. Evaluation of the model
Findings from a research undertaken in the port of Mombasa
revealed the following challenges that ports are faced with. It was
not possible to undertake a simulation of all the features provided
 J.K. Siror et al. / Computers in Industry 62 (2011) 795–810
for by the model, however, a description of how these challenges
could be dealt with is provided below.
 Locating containers for loading by truck drivers or new
equipment driversThere has been no system to guide the
drivers to the location of the container to be loaded, which has
often resulted in unnecessary jams inside the port for trucks
moving about without clear direction. KICPM, CHCM system
will provide a navigational system to guide trucks or forklifts
to the location for loading using the best path, thus
eliminating element of confusions in movements within the
port.
 Container theftsThe continuous surveillance and raising alerts by
LMCM whenever un-authorized movements are detected will
curb attempts for container thefts. And since the process will be
electronic, collusions as has been the case in past by the players
will not be possible.
 Theft of container contentsSensors embedded in the Electronic
Seals or inside the containers will detect any intrusion attempts,
passing the information to the central sensors via SGCM. These
are such as vibration, light, humidity, tilt and motion sensors for
intrusion through the sides of the container; otherwise the
Electronic Seal will detect any attempts through the container
doors.
 Spoilage of cargoSensors embedded in the Electronic Seals or
inside the container would continuously monitor the environ-
ment of the cargo passing the information to SGCM, thus where
certain thresholds are not maintained alerts would be immedi-
ately produced leading to intervention measures being executed.
The sensors would be such as light, humidity, temperature, gases
among others.
 Smuggling through faking container numbersThis is usually
done by repainting a container with a number for another
container being cleared but having low value goods. After
going through all the processes of clearing, a separate
container having high value goods or prohibited items to be
smuggled out is painted with a similar container number and
removed out of the port. This is however suspected to be
undertaken with collusion from the port officers. Since the
identification of the container in the intelligent system is by
use of the unique ID on the RFID based Electronic Seal and
details contained in the seal, such as a violation would not
happen undetected. Thus, any attempt to repaint the container
numbers and move the container would still raise alerts and
expose the scheme.
4.6. Limitations and assumptions
 All containers will be tagged with Electronic Seals from the port
of origin. For cargo arriving without tracking devices, to enable
intelligent tracking, portable units could be attached on arrival at
the port. The device would then be used to facilitate intelligent
monitoring and control till the time of release when they would
be removed.
 Goods requiring monitoring against spoilage such as fresh
produce, medicines, or fish products would be having the
necessary environmental sensors inside the container for
monitoring that is passed to the RFID reader installed. The RFID
reader would then pass sensor information for use by the
intelligent port system.
 Generation of alerts to signify violations will require resources
for dealing with the issues. Thus, where environmental condi-
tions such as temperature violations for frozen goods are
generated, need for checks and rectification of the problem will
require to be undertaken.
807
4.7. Likely direction of the future
With the complexity of the challenges and opportunities,
coupled with increasing volumes of trade, risks, demand for
better and faster services; the future of all logistics and
particularly for customs administrations lies in adoption of
intelligent technologies. The speed of adoption will be deter-
mined by the flexibility of the individual customs administra-
tions, the maturity of RFID technology in other areas of
intelligence; and standardization in the new areas as well.
Provision for installation of intelligent devices into the contain-
ers and packages to facilitate intelligent tracking will be a
common feature in future. While it may not practical for all
containers to have intelligent devices as a permanent feature,
it is more practical for provisions to be made (such as slots)
with battery or external power supply connections for powering
the devices. At the beginning of journeys, the units would be
slotted in and used to track until the end of the journey or
tracking portion where it is then removed for re-use. Containers
may also be enhanced to provide sensing of cutting of the
sides for highly secure containers. The container industry
may change to provide for the different levels of security and
features working alongside the traditional containers. Inbuilt
environmental sensors would become standard for refrigerated
containers.
Further research is expected in customs related fields where
its face has slowly been changing from what has been
historically the most rigid, bureaucratic institutions using
archaic systems and technology averse to those employing
and embracing cutting edge technologies. These will revolve
around the challenges of security and use of intelligent
technologies.
Some of the areas requiring research are the following:
 How the challenge of using fake tag ID numbers to facilitate
disguising of illegal goods as they pass through intelligent
customs administrations can be dealt with, should it ever
arise. This may lead to the formation of security companies
patterned around the concept of anti-virus/firewall companies
disseminating information on compromised tag IDs;
 Need to expand and harmonise the standards to take care of
convergence of technologies and to eliminate duplications.
Current ISO 18000-7 does not include sensors whereas in the
industry, most of the devices conforming have sensors embed-
ded. There is thus need to speed up development of standards so
that it does not become an impediment to advancement of the
industry.
 Currently there are many standards governing RFID devices and
in some areas overlap. As technology advances more, the
overlaps may become more. Thus, while ISO 18000-7 was
dealing with item management, ISO 18000-7 is predominantly
used for secure cargo tracking and already some of the devices
provide for Real Time Location Tracking, while there is a separate
standard dealing with Real Time Location Systems ISO 24730.
There is thus need to harmonise so that there are no potential
conflicts.
5. Conclusion
In this paper we have presented an RFID based model of an
intelligent port. The design of the model that includes architecture,
devices to support the model with their relevant standards have
been described. The function and the workings of the sub-systems
that make up the model have been described. The simulations with
details of the business logic, simulations tools and how the
simulations were undertaken have been provided. The results of
808 J.K. Siror et al. / Computers in Industry 62 (2011) 795–810

the four simulations and how the model addresses the current
challenges of Mombasa port have been enumerated. Limitations,
assumptions and likely direction of the future have been briefly
discussed.
The importance of the study is first for custom administration of
the world and particularly for East Africa in planning future
solutions and strategies for the port. Planned new ports in the
region can be done at an intelligent framework so as to lower the
costs of future implementations where changes would have been
required. Other ports of the world may also learn from the
challenges being experienced by the port of Mombasa and how
the model addresses it, and how they can incorporate it in the
automation of their ports. The model is flexible enough to allow a
phased implementation approach. It is also important for
academicians with research interests on intelligent ports where
the KICPM model can be a beginning point in considering other
enhancements.
Acknowledgement
Assistance from Chinese Scholarship Council and Kenya
Revenue Authority is hereby acknowledged.

Appendix A. Sample of Rifidi Edge Server simulation program code

Creation of windows for storing tag events

//For handling tag events at the docks

statements.add(esperService.getProvider().getEPAdministrator().createEPL(
"create window docks.std:firstunique(tag_ID) (tag_ID String)"));

Storage of tag events

//Insert information into the named windows
statements.add(esperService.getProvider().getEPAdministrator().createEPL(
"on ReadCycle[select * from tags]" +
"insert into docks select cast(tag.epc?, String) as tag_ID where readerID = 'Alien_1'"));

Alerts
Previous location skipped by cargo
// Arrival at Yard with Docks skipped
statements.add(esperService.getProvider().getEPAdministrator().createEPL(
"insert into alerts " +
"select 2 as alert_type, tag_ID as tag_ID " +
"from yard as w " +
"where not exists (select * from docks_recent as d where d.tag_ID = w.tag_ID)"));

Reverse Movement of cargo

//Movement from Yard back to Docks

statements.add(esperService.getProvider().getEPAdministrator().createEPL(
"on pattern[every-distinct(tag.tag_ID) tag=yard_recent-> docks(tag_ID = tag.tag_ID)] " +
"insert in to alerts " +
"select 1 as alert_type, tag_ID as tag_ID " +
"from yard_recent where tag_ID = tag.tag_ID"));

Delay at arriving at the next location

//Delay in arriving at the Yard

statements.add(esperService.getProvider().getEPAdministrator().createEPL(
"on pattern[every-distinct(tag.tag_ID) tag=docks_recent -> " +
"(timer:interval(15 sec) and not yard(tag_ID =tag.tag_ID))] " +
"insert into alerts " +
"select 3 as alert_type, tag_ID as tag_ID " +
"from docks_recent where (tag_ID = tag.tag_ID)"));
 J.K. Siror et al. / Computers in Industry 62 (2011) 795–810 809

Appendix B. Sample code for Rifidi tag streamer simulation

// Connections to MysQL Database

public static Connection getConnection() throws Exception

{
String driver = "com.mysql.jdbc.Driver";
String url = "jdbc:mysql://localhost/IntelligentPort";
String username = "JesusIsLord";
String password = "alleluia888";
Class.forName(driver);
return DriverManager.getConnection(url, username, password);
}

//Instantiating the Readers

publicIntelligentPort () throws AlienReaderException
{
AlienClass1Reader reader = new AlienClass1Reader(); //Docks
AlienClass1Reader reader1 = new AlienClass1Reader(); // Yards
AlienClass1Reader reader2 = new AlienClass1Reader(); // Verification
AlienClass1Reader reader3 = new AlienClass1Reader();//Exit Gate

reader.setConnection("127.0.0.1", 20000);

reader.setUsername("alien");
reader.setPassword("password");
reader.open();

reader1.setConnection("127.0.0.1", 30000);
reader1.setUsername("alien");
reader1.setPassword("password");
reader
1.open();

………………..

// Definition of the different locations

switch(readernos)
{
case 0: locations = "Docks";
tagList = reader.getTagList();
break;
case 1: locations = "Yard";
tagList = reader1.getTagList();
break;
case 2: locations = "Verification";
tagList = reader2.getTagList();
break;
case 3: locations = "Gate";
tagList = reader3.getTagList();
break;
}
// Reading the tags
Tag tagList[] = reader.getTagList();
// Writing to database
rs.moveToInsertRow();
rs.updateString(2, getTagID());
rs.updateInt(5, getAntenna());
rs.updateString(6,locations);
rs.insertRow();

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Joseph Siror is a graduate with BSc (Electrical Engineering) and MBA from
University of Nairobi, and PhD in Engineering from Shanghai Jiao Tong University.
His research interests are in the area of RFID and its applications in logistics. He has
worked in several organizations as a Telecommunications Engineer, Manager and
then deputy head of ICT in Kenya Revenue Authority. He is currently a Director in
charge of Science, Technology, Innovation and Communication at National
Economic and Social Council (NESC); Kenya’s top advisory body to the Government
based in the Office of the President of Kenya.
Huanye Sheng is a Professor of Computer Science and Engineering at Shanghai Jiao
Tong University, China. His research interests include RFID technology, logistics and
supply chain management.
Dong Wang is an Associate Professor of Computer Science and Engineering at
Shanghai Jiao Tong University, China. His research interests include RFID
technology, logistics and supply chain management.