WO2002041168A2 - A method and device for producing and updating a transport document - Google Patents

Abstract

The invention relates to a method and a device for producing and updating a transport document, wherein a first set of data identifying the goods to be transported as well as a loading and a delivery point where the goods have to be loaded and delivered is generated by a first entity requesting the transport of said goods, said first set of data being introduced by means of a server into said transport document which is thereafter supplied to a second entity responsible for transporting the goods from the loading to the delivery point. Said transport document being supplied to a third entity entitled to receive the goods upon arrival at said delivery point. A first, respectively a second and a third access key are assigned by the server to said first entity, respectively said second entity and said third entity.

Description

A method and device for producing and updating a transport document

This invention relates to a method for producing and updating a transport document relating to goods to be transported, wherein a first set of data identifying the goods to be transported as well as a loading and a delivery point where the goods have to be loaded and delivered is generated by a first entity requesting the transport of said goods, said first set of data being introduced into said transport document which is thereafter supplied to a second entity responsible for transporting the goods from the loading to the delivery point, said transport document being supplied to a third entity entitled to receive the goods upon arrival at said delivery point.

The production and updating of transport documents is generally known and regulated by the Geneva Convention of May 19, 1956. The purpose of this convention is mainly to harmonise and standardise the conditions governing the paper transaction which goes along with the international transport of goods, and in particular with respect to the documents used for such transport and to the carrier's liability. For the international transport of goods, the convention requires the parties to establish a specific transport document. The main purpose of this transport document consists in providing the existence and modalities of the contract relating to the international transport. Although the convention does not apply to domestic transport, the rules set out by the convention are nevertheless applied for domestic transport too.

This transport document, so called consignment note, must at least comprise the specific mentions as defined by the convention such as the identification and addresses of the parties involved, a description of goods shipped (weight, volume, etc.), date and time of loading and delivery, and the incidents recorded during the shipment.

In the known method the first entity, generally formed by the sender, which could also be the same as be the second entity generally formed by the carrier, enters the first set of data manually into the transport document which is then handed over to the person in charge of the transport itself, generally the truck driver.

A drawback of the known method is that the whole processing of the transport document is highly manual intensive in that it relies on the paper copy of the transport document for proof of delivery and payment, resulting in a series of repetitive, time consuming and error-prone steps.

Moreover, with a paper-based transport document, the information entered on the transport document is only fully available to the different parties when they receive the paper copy. For example : the sender receives a copy at pickup, but does not see any of the information that is added on the transport document at subsequent stages. In addition, in current paper-based processes, the receiver will only know whether the right quantity and quality was shipped when the goods are delivered, while those two informations are written on the transport document already when goods are picked up. With a paper-based process, parties involved in the shipment rely on each employee involved to follow the rules of the Convention and recommendations. But there is no systematic check on whether the right information is written on the transport document and many transport documents are not filled in correctly, resulting in potential disputes and inaccuracies, and costs related to solving them.

An object of the present invention is to provide a method for producing and updating a transport document which is more transparent and reliable for the parties involved in the transport. A method according to the present invention is therefore characterised in that a first, respectively a second and a third access key is assigned by a server of an operator controlling a database to said first entity, respectively said second entity and said third entity, and wherein said first set of data is transmitted via a network towards said server, said transport document being formed by said server on the basis of said first set of data and stored into said database, and wherein said first entity generates a second set of data using said first access key after receipt of said transport document and second entity generates, by using said second access key, a third set of data after receipt of said transport document and when said goods are ready to be transported, and upon arrival at said delivery point a fourth set of data being formed using said third access key and said fourth set of data being supplied to said server via said network. Since the server produces the transport document and stores the latter in the database and since the server is connected to a network to which all the entities are also connected, each of the entities involved in the transport can have access to the transport document. This enables a transparency for all the entities involved. Moreover since the second , third and fourth set of data can only be formed by using the appropriated access key assigned by the server a reliable method is obtained for introducing further data into the transport document.

A first preferred embodiment of a method according to the present invention is characterised in that said transport document is being updated upon receipt of said second, third and/or fourth set of data. In such a manner an updated transport document is always available in the database.

A second preferred embodiment of a method according to the present invention is characterised in that each time a second, a third and/or a fourth set of data is supplied to said server, said server verifies a validity of the used access key, and if said used access key is valid, said server updates said transport document by using said second, third and/or fourth set of data, and if said access key is invalid, said server generates an error message and supplies the latter to the network. By verifying the access keys the server is able to check if the added sets of data have been supplied by entities which have a valid access key. Furthermore by enabling the update of the transport document only if the access keys are valid, the update is protected against unauthorised access.

Preferably said server, after having updated said transport document, generates an information message relating to the updated transport document and makes the information message available to the first entity, the second entity and the third entity. In such a manner the involved entities are made aware that the transport document has been updated.

A third preferred embodiment of the method according to the present invention is characterised in that a communication is established between said server and at least one of said entities in order to track whether said transport document has been updated. If the first entity wants to know when the second entity is going to deliver the goods, the first entity can establish in such a manner a communication with the server for asking the actual progression status of the transport process. Preferably said server traces a transport element transporting said goods during its moving by using a network based or terminal based positioning system. In such a manner the position of the goods can be traced. Preferably said server upon receipt of a further set of data comprising a remark or a reserve of one of the entities involved in the transport, updates said transport document by incorporating said further set of data therein. Remarks and reserves generated by the entities can thus be introduced into the transport document. Preferably said transport document is protected against unauthorised overwriting within said database. In such a manner the transport can not be modified by unauthorised parties.

The invention also relates to a device for producing and updating a transport document.

It is understood that the term first entity relates to the parties involved in the sending of the goods, that the term second entity relates to the carrier and all parties assigned by the carrier to transport the goods and that the term third entity relates to the parties involved in the receipt of the goods.

The invention will be described hereinafter in more detail by illustrating preferred embodiments of the invention with reference to the appended drawings. In the drawings :

Fig. 1 shows schematically the logistic process such as known from the prior art;

Fig. 2 shows schematically a preferred embodiment of the present invention;

Fig. 3 shows an example of a transport document with its fields; Fig. 4. shows a block diagram illustrating an operation concerning the party creating the transport document;

Fig. 5 shows a block diagram illustrating a shipment operation containing the information sent to other parties involved in the shipment transaction; Fig. 6-1 and 6-2 show a block diagram illustrating a shipment operation at the level of the first and second entity at the loading point;

Fig. 7-1 and 7-2 show a block diagram illustrating a shipment operation at the level of the entities or user inquiring about the position of the shipment; Fig. 8 shows a block diagram illustrating a shipment operation at the level of the third entity at the delivery point; and

Fig. 9 shows an example of a network message such as provided by the server. In the drawings a same reference sign has been assigned to a same or analogous element.

Referring to fig. 1 a first entity, for example a shipper forwards for example by fax or phone a transport order to a second entity, in the present example a carrier (101). The second entity takes in charge the order and plans the shipment. It should be noted that the first and second entity could be formed by a same legal entity. The second entity chooses, among its drivers, a driver who is able to perform the transport itself (102). Before leaving in order to load the goods, the driver must pass at the carrier (103) in order to pick up the transport document for the goods to be transported. Thereafter the driver goes with the transport document to a loading point (104). At the loading point, the first or second entity checks the goods to be loaded (105). The sender prepares the transport document by filling in all the necessary information by hand. Sometimes, the first or second entity prepares this document in advance. At the loading point, the first entity can add additional information and any reservations (106) to the transport document. The transport document is then first signed by hand by the first entity and thereafter by the second entity (107). The shipment leaves then the loading point in order to go to the delivery point (108). At the delivery point, upon unloading, a third entity, in the present example, the receiver, checks the content of the transport document and the delivered goods in order to check their conformity (109). The transport document is signed by the third entity (110) and thereafter the driver returns (111) this document to the carrier for subsequent processing (112). The information contained in the transport document can serve to trigger several internal processes such as : introducing the information in a computer, doing reconciliation with the order information, communicating the details of the transport to the shipper(113), doing the billing note for the shipper (114).

The processing of this transport document is highly manual intensive. With a paper-based transport document, the information entered on the transport document is fully available to the different parties only when they receive the paper copy.

Moreover, once shipments have taken place, the information contained in the transport documents is not easily used for reporting, statistical and performance analysis purposes without manual processing. This process is also cumbersome and costly, and furthermore likely to produce errors. Therefore companies involved in the shipment of goods do not systematically use the information contained in the transport document for such purposes.

Referring to figure 2, which illustrates schematically the method according to the present invention, the first entity generates a first set of data identifying the goods to be transported as well as the loading and the delivery point where the goods have to be loaded and delivered. For this purpose the first entity for example comprises first means, for example a PC with network connection. Since conventionally each transport document comprises a number of predetermined fields, the first set of data is preferably fieldwise organised. Figure 3 illustrates for this purpose a transport document. Those fields comprise i.a. the parties or entities involved with the shipment of the goods, the identification of the goods, the loading and delivery point, a description of the goods, the date at which the transport should take place. The first entity forwards the first set of data towards the server for example by using a web browser (201). Using the first set of data the server generates the transport document by introducing the data into the dedicated fields (202). Once generated, the transport document is stored in the database. Because the transport document is available in the database it can be accessed by all the entities involved, provided they possess the appropriate access keys as will be explained hereinafter. The access to the server by each of the entities is for example realised by using a web browser.

The server assigns to the transport document a unique identifier number (ID) which allows to find back the document by calling it only by its ID (203). The server assigns a password and login to all the parties involved in this transport. Furthermore, the server assigns at the first, the second and the third entity respectively a first, a second and a third access key, and then activates these access keys. The access keys are for example formed by a keyword generated by digitalizing the signature of the concerned entities, or any other method compliant with the European Directive of 13/12/1999, which recognises the legal validity of electronic signatures. It should be clear that the access keys do not need to be generated for each transport and that once assigned to an entity, the latter can use its access key for any further transport operation.

Thereafter the server informs using an information message, all the entities involved in the transport (204). This information message can comprise the information that the access keys are activated or that a driver is going to the loading point, or all other information required by the entities. This information message can also be transmitted from the server to the entities via the network, a phone, a fax, etc. Furthermore, the server can also generate a network message including the transport document, for example the server can create a web page on the basis of the transport document, this web page being accessible to all persons connected to the network which is for example formed by the Internet, and authorised to do so.

Furthermore, the transport document has fields comprising sub-fields, which are for example reserved in order to enable the driver to write reservations at pickup and delivery of the goods, to allow at the first entity to write reservations at pickup, to allow at the third entity to write reservations at delivery, or also to allow the second entity to write some remarks at pickup and/or delivery.

At the loading point, the second entity and the first entity can access the transport document and add a second and third set of data comprising some information, such as the exact weight of the shipment, or waiting times for the driver, and reservations or remarks (205). For this purpose the second entity is for example provided with third means, for example a PC with network connection.

The first and second entity sign the transport document by using their respective first and second access keys. These access keys being used as a secured signing such as a digital signature, a private key or a hardware key (206). Then, the server verifies the validity of the used access keys, and if this used keys are valid, the server updates the transport document by using this second and third set of data, and if said access keys are invalid, the server generates an error message and supplies the latter to the communication network. The verification of the validity of the used access keys is for example realised by comparing the used access keys with the assigned ones, which for this purpose are stored in the database. Thereafter, the server stores the updated transport document and protects the latter against unauthorised updating (207). The driver can now leave the loading point and start his journey to the delivery location.

Based on information processed and stored in the database, parties involved in the transaction are immediately informed by e-mail or SMS or fax, etc. about the status of the shipment transaction (208).

During the journey to destination the server regularly queries, for example by using a positioning device such as a network based or terminal based positioning system, the co-ordinates where the goods are (209). Based on these co-ordinates and itinerary calculation software, the server calculates an estimated time of arrival for the truck and matches it with the planned time of arrival (210). Estimated times of arrival can be either communicated directly to all parties, or communicated only if they result in a probable delay of a user-defined value via e-mail, fax, or SMS, etc.(211). At the delivery point, the second and third entity can browse the transport document and add a fourth set of data comprising some information, such as the exact weight of the shipment, or waiting times for the driver, and reservations (212). For this purpose the third entity is provided with third means which are analogous to the first or second means.

After unloading and verifying the shipment, the third entity signs the transport document by using its third access key (213). Also, the transport document could be signed in addition with the second access key. Then the server updates the transport document, and stores the latter as explained here before (214). Based on the updated transport document, the entities are immediately informed by e-mail or SMS or fax, etc. about the fact that the goods have reached the delivery point. Any subsequent processing (i.e. billing) can be immediately started. Driver may immediately leave for another destination (215). As soon as the transport document has been signed at the delivery point, the second or first entity can start the invoicing process for this specific shipment, without having to wait for a paper copy to be returned by the driver. It can access the server and view all transport document details relevant for invoicing (216). The first, second and third entity can use the unique transport document data stored by the server to evaluate past performance and identify ways to improve their collaboration (217).

Figure 4 shows a block diagram illustrating that part of the operation concerning the party creating the transport document. An authorised user, for example the first or/and second entity, accesses the server after having introduced its login and password (401). Then the server uses, in order to protect the information flowing through the system, a standard security and authentication procedure, as well as secure communication protocols such as, for example PKI, SSL, etc. (402). The first and/or second entity, requests the server to create a new transport document (403) and introduces the first set of data comprising the order information. If the data is entered manually via input means such as, for example a keyboard and a mouse, the method of the present invention assists the carrier or sender by providing him/her with multiple choice of its usual customers, usual places of pick-up, etc. to facilitate the data input and to avoid errors. Alternatively, the system can also receive information in data file form, based on standard formats, and be reviewed and changed on a computer screen by a user before it is processed, with the same input means (404). One of the advantages of the present invention is to allow the second or first entity to link to a set of data and thus also to create together with the transport document additional transactional or operational information that is not part of the transport document. This additional information may be useful in streamlining the entire follow-up and administration process by for instance allowing automated billing immediately upon the confirmation of shipment delivery. These additional information can be for example : an own company internal reference ID for the transport transaction being processed; a timing information such as dates and times planned for pickup and delivery, to help track the progress of the shipment against plan; or special instructions for i.e. automatic billing upon completion of transaction (for instance, account number to be credited, accounting references, etc.) linked to a subsequent logistics operation (i.e. warehousing reference and operations upon delivery), etc. (405). Thereafter, the server verifies this first set of data in order to check its consistency. Indeed many inefficiencies and errors arise today from the wrong interpretation or mistakes during paper work with the transport documents : mistakes with hand-written addresses (postal codes), inconsistent dates, inconsistent goods specifications, missing compulsory information, etc.. If the server detects some mistakes or inconsistencies, an error message is transmitted to the user requesting the user to correct the wrong, inconsistent, or missing fields. Examples of the consistency check that can be performed by the server in various embodiments of the present invention are : checking the consistency of dates; checking whether the pick-up and the delivery date exist and if the latter is subsequent to the pick-up date; checking the consistency among the goods specifications; checking that all compulsory information has been entered etc.(406). Those checks are for example realised by comparing the supplied data with the one available in the database.

If the server cannot validate the sets of data, an error message is returned that requests to return to step 404, and to complete missing data or correct errors. If the data can be validated, the process then continues to step (407). If the results of all checks performed in step 407 allow to validate the set of data, the server then stores this data into the database (408). Upon validating and storing the data, the server generates a unique ID number attributed to the transport document. This unique ID number will be communicated to all the entities involved in the transport. This ID number can be used for i.e. retrieving the transport document for modification/consultation, tracking the shipment, subsequent billing operations, etc. (409).

The server informs the first or second entity about the storing of the first set of data. This step is the end of the sequence of data input/processing steps necessary for completing the 'create new transport document' operation (410). Fig. 5 illustrating how, an event, such as the creation of a transport document, the addition of some data to it, signature by one party, change of status of the transport document, etc., will trigger the server to initiate a sequence of data processing steps with the aim of generating an information message in order to inform all the parties that have chosen to be informed (501). Through a database search, the server selects all the parties which have to be informed, for example, the carrier, the shipper, the sender and the receiver of the goods or also any additional party, such as a financial partner, a billing company, etc. (502).

Through a database search, the server identifies the addresses and communication channels to be used for each of the parties selected in the previous step, for example : by e-mail, by Fax, by SMS message or also by Electronic system-to-system notification, etc. (503). An information message is created and sent via the appropriate channel. For instance : the driver is notified about his next shipment via an SMS message containing the ID number of the transport document, the first entity is notified via e-mail that the second entity has signed the transport document at the loading place, or the first and third entity are notified by a fax that the second entity has added reservations to the transport document after delivery of the goods, etc. (504).

Fig. 6-1 shows a block diagram illustrating the operation performed by the first entity at the loading point when the first entity accesses the server via an access device such as a personnel computer, or all other devices being able to be connected to the network, in the present example, the Internet. The user at the first entity accesses the server via an access device which is connected to the Internet, and can take many different forms, for example, mobile phone with WAP micro- browser, hand-held device equipped with mobile connectivity, such as PDA (Personal Digital Assistant) devices equipped with touch-sensitive screens and mobile capabilities, personal computers with fixed line internet connectivity, or any other device that can be used to access the Internet, read and enter data. During the login procedure, the user is prompted to identify himself by providing a unique and personalised login name and a password (601).

Standard security and authentication procedures, as well as secure communication protocols are used to protect the information flowing between the server and the first entity (602). Thereafter, the first entity selects a transport document by means of its unique ID number. In reply, the server retrieves the corresponding transport document. The first entity may now scroll through the data fields of the transport document and review it against actual shipment information (603). Furthermore, if there are discrepancies between the shipment description introduced during the 'create new transport document' operation and the actual shipment : number of items, weight of goods, etc. the first entity at the loading point can add 'remarks at loading'. In particular, the first entity can add a second set of data comprising for example : times of arrival of truck, of departure of truck, time the note was signed, or reservations as to the service provided by second entity : e.g. late arrival of truck, special equipment missing, inappropriate behaviour of driver, or also the effective weight and volumes of shipment which is especially relevant for bulk shipments where the loading operation cannot ensure every time that the exact quantity that was requested is loaded, etc. (604 and 605). Thereafter, the server validates and stores the additional data in the fields of the transport document (606).

Upon validating the addition of data, the access key procedure as described here before is applied. This procedure will be guaranteed by general accepted practices such as the Public Key Infrastructure (PKI). The Digital Certificates of the end users will either be installed in software version on the terminals of the different users or will be portable pieces of hardware which contains the Digital Certificates such as Smart Cards, USB tokens, etc. (607). Then, the server accepts and confirms to the first entity the successful completion of the operation (608), if the access keys are invalid, the server generates an error message and supplies the latter to a network. The acceptation of the access keys will now allow the second entity to access the transport document. The second entity adds then its third set of data and signs the transport document in an analogous manner as explained here before and illustrated in figure 6-2, in order to update the transport document.

Fig. 7 illustrates how an authorised user retrieves shipment positioning information. For this purpose he or she accesses the system by introducing his/her login and password (701). Standard security and authentication procedures, as well as secure communication protocols are used to protect the information stream between the server and the user (public key infrastructure, secure socket layer, etc) (702). By introducing the transport document ID number, the user selects the shipment for tracking (703) and then selects the operator 'perform shipment positioning' (704).

The server accepts and validates the request for positioning. Only the carrier or his customer(s) have then access to the function "positioning of a shipment" and this function can be performed during transport (705). The server creates and sends a request to position the shipment via for instance a third-party application service provider. The request is uniquely identified by the transport document ID number (706). There exist two broad technologies to position a shipment : a network-based positioning (eg. SIM positioning by using a mobile positioning system technology), and terminal-based positioning (eg. GPS positioning). Both positioning technologies can be used to provide positioning information to the server. The present invention includes a means to provide positioning information in the on-site access terminals but positioning information can also be provided by a carrier's own server and terminals, and provided to the server via an electronic connection (707).

The server receives the positioning information, and associates this information to a particular shipment by using the transport document ID number which serves as a unique reference ID during the exchanges of messages with users and third-party providers and stores the shipment positioning information (708).

The server displays the positioning information to the user. Positioning information can be combined with other data to provide estimated times of arrival, management information, etc. This ends the series of data input/processing steps necessary for completing the 'perform shipment positioning' operation. The user may now continue with for instance another shipment positioning (709).

Figure 7-2 shows a block diagram illustrating the part of the operation regarding how to inform the customer(s) that may wish to be notified if the shipment delivery is delayed (or advanced) by a user- defined time value. At predetermined time intervals, the internal clock of the server will trigger the start of the delay notification process (711). The server selects all ongoing shipments, i.e. all shipments which have been signed at pickup by both the sender and the carrier (truck driver) and have not yet been signed at delivery by the receiver. For each of these shipments, the server creates and sends a request to position the shipment via for instance a third-party application service provider. The request is uniquely identified by the transport document ID number (712). There exist several technical means and third-party providers to perform such a task. This type of positioning system is generally known as network-based positioning, as it relies on localisation of an emitting device compared to the localisation of cells in a cellular network. Another third party positioning technique is GPS positioning, which is an example of terminal-based positioning, as it relies on a device to position itself compared to the position of reception satellites. Both network-based and terminal-based positioning technologies can be used as input into the system (713).

The server receives the positioning information, associates this information to a particular shipment (by using the transport document ID number which serves as a unique reference ID during the exchange of messages with users and third-party providers) and stores the shipment positioning information in the database (714). Based on the positioning data and itinerary calculation software, the server calculates an "estimated time of arrival" (or "ETA") for each shipment for which it received positioning data. The ETA is a date and time at which the shipment is forecasted to arrive, taking into account the current position of the shipment and the time it generally takes for a truck to travel the distance between the current position and the arrival position. The server stores ETAs for each shipment for which it has been calculated (715). The server compares ETA with the planned time of arrival

(or "PTA"). It is a feature of the present invention that the PTA is entered along with other data required in a transport document at the times it is created or signed. Based on the time difference between ETA and PTA, the server will be able to determine whether a shipment is going to be late or not (716). For each shipment where ETA is later than PTA, the server selects which users are eligible and have requested to be notified of delays(717).

Using the difference between ETA and PTA, the server will evaluate, for each potential recipient of notifications, whether the shipment requires a delay notification. It is a feature of the present invention that each user, e.g. shipper, sender, carrier, receiver, etc., can decide what constitutes a delay for notification purposes. One user can decide that he wants to be notified if the difference between ETA and planned arrival time is more than 4 hours, another user may decide to be notified if the difference is more than 15 minutes. For each user, its own standard for delay is used to determine whether a shipment is late and a notification must be sent (718).

For shipments where ETA is earlier than PTA or the difference between ETA and PTA is smaller than the delay standard established by each relevant user, no further action is taken (719). For shipments where ETA is later than PTA, the server adds a delay flag in the database (720). For each shipment where ETA is later than PTA and for each user where the difference between ETA and PTA is larger than the user-defined delay standard for notification purposes, the server selects the channel of communications chosen by the user (721). Channels that can be selected can for example be : e-mail, fax, SMS message, Electronic system-to-system notification, etc (722).

Fig. 8 shows a block diagram illustrating a shipment operation at the level of the third entity at the delivery point. The driver accesses the server via an access device which connects to the Internet, and can take many different forms, for example, mobile phone with WAP micro-browser, hand-held device equipped with mobile connectivity, such as PDA (Personal Digital Assistant) devices equipped with touch- sensitive screens and mobile capabilities, personal computers with fixed line internet connectivity, or any other device that can be used to access the Internet, read and enter data. During the login procedure, the driver is prompted to identify himself by providing a unique and personalised login name and a password (801).

A standard security and authentication procedure, as well as secure communication protocols are used to protect the information flowing through the system (PKI, SSL, etc.) (802). The driver selects a transport document by means of his unique ID number. In reply, the server retrieves the corresponding transport document. The driver can now scroll through the data fields of the transport document and review it against actual shipment information (803). Then, the driver enters additional information. It is a feature of the present invention to allow the carrier to add some data to the transport document at this stage (804). For instance, there may be discrepancies between the shipment description introduced during the 'create new transport document' operation or the "sign transport document at pickup" operation and the actual shipment number of items, weight of goods, quality of goods, etc. The driver may add 'remarks at delivery'. In particular, the driver can add data such as : arrival time of truck , departure time of truck, time the note was signed, reservations as to other elements needed for the carrier to do his job properly : e.g. unloading equipment missing, unacceptable waiting times, etc. (805). The server validates and stores the additional fifth set of data in the fields of the transport document, and confirms to the driver (806). At this point, the driver logs out and the third entity logs in. During the login procedure, the third entity is prompted to identify itself by providing a unique and personalised login name and a password. Standard security and authentication procedures, as well as secure communication protocols are used to protect the information flowing through the system (PKI, SSL, etc.) (807).

The third entity may now scroll through the data fields of the transport document and review it against actual shipment information. It is a feature of the present invention to allow the third entity to add a fourth set of data to the transport document (808).

For instance, there may be discrepancies between the shipment description introduced during the 'create new transport document' operation, or during the 'sign transport document at pickup' and the actual shipment : number of items, weight of goods, etc. The third entity may add 'remarks at delivery'. In particular, the third entity can add a fourth set of data comprising for example, reservations as to effective quantity and quality of shipment, whether or not goods have been damaged, packaging is conform to what was ordered, the right quantity was delivered, etc. (809). The server validates and stores the additional data in the fields of the transport document, and confirms it to the third entity (810).

Upon validating the additional data, the digital signature procedure is invoked. Signatures will be "Qualified Signatures". This will be guaranteed by general accepted practices such as the Public Key Infrastructure (PKI). The Digital Certificates of the end users will either be installed in software version on the terminals of the different users or will be portable pieces of hardware that contain the Digital Certificates such as Smart Cards, USB tokens, etc (811). The server accepts and confirms to the third entity the successful completion of the operation. This step ends the series of steps necessary to complete the "sign transport document at delivery' operation, as the carrier is not required to sign the transport document at delivery (812).

Claims

1. A method producing and updating a transport document relating to goods to be transported, wherein a first set of data identifying the goods to be transported as well as a loading and a delivery point where the goods have to be loaded and delivered is generated by a first entity requesting the transport of said goods, said first set of data being introduced into said transport document which is thereafter supplied to a second entity responsible for transporting the goods from the loading to the delivery point, said transport document being supplied to a third entity entitled to receive the goods upon arrival at said delivery point, characterised in that a first, respectively a second and a third access key are assigned by a server of an operator controlling a database to said first entity, respectively said second entity and said third entity, and wherein said first set of data is transmitted via a network towards said server, said transport document being formed by said server on the basis of said first set of data and stored into said database, and wherein said first entity generates a second set of data using said first access key after receipt of said transport document and second entity generates, by using said second access key, a third set of data after receipt of said transport document and when said goods are ready to be transported, and upon arrival at said delivery point a fourth set of data being formed using said third access key and said fourth set of data being supplied to said server via said network.

2. A method as claimed in claim 1 , characterised in that said transport document is being updated upon receipt of said second, third and/or fourth set of data.

3. A method as claimed in claim 1 or 2, characterised in that each time a second, a third and/or a fourth set of data is supplied to said server, said server verifies a validity of the used access key, and if said used access key is valid, said server updates said transport document by using said second, third and/or fourth set of data, and if said access key is invalid, said server generates an error message and supplies the latter to the network.

4. A method as claimed in claim 3, characterised in that said server, after having updated said transport document, generates an information message relating to the updated transport document and makes the information message available to the first entity, the second entity and the third entity.

5. A method as claimed in anyone of the claims 1 to 4, characterised in that a communication is established between said server and at least one of said entities in order to track whether said transport document has been updated.

6. A method as claimed in anyone of the claims 1 to 5, characterised in that said first set of data comprises further at least one of the following identifications : an identification of the entities involved in the transport, a loading date, a delivery date, instructions formulated by said first entity.

7. A method as claimed in anyone of the claims 1 to 6, characterised in that said server traces a transport element transporting said goods during its moving by using a network based or terminal based positioning system.

8. A method as claimed in anyone of the claims 1 to 7, characterised in that said server generates at least one network message including the transport document, said network message having fields and to each field there is being assigned a dedicated one of said sets of data.

9. A method as claimed in anyone of the claims 1 to 8, characterised in that said server upon receipt of a further set of data comprising a remark or a reserve of one of the entities involved in the transport, updates said transport document by incorporating said further set of data therein.

10. A method as claimed in anyone of the claims 1 to 9, characterised in that for reading said transport document a personnel login and a password has to be supplied to said server.

11. A method as claimed in anyone of the claims 1 to 10, characterised in that said first entity, said second entity and said third entity have access via an access device having an interface to display said transport document and means to introduce the sets of data in said access device.

12. A method as claimed in anyone of the claims 1 to 11, characterised in that said transport document is protected against unauthorised overwriting within said database.

13. A device for producing and updating a transport document relating to goods to be transported between a loading point and a delivery point, characterised in that said device comprises a server connected to a database having an input connectable to a communication network, said input being provided for receiving from a first entity, requesting a transport of said goods, a first set of data identifying the goods to be transported as well as said loading and said delivery point where the goods have to be loaded and delivered, said server being provided for forming said transport document by introducing said first set of data therein and for supplying the latter thereafter to a second entity responsible for transporting the goods from the loading to the delivery point, said server being further provided for storing said transport document into said database and supplying said transport document to a third entity entitled to receive the goods upon arrival at said delivery point, said server being further provided for generating a first, respectively a second and a third access key and assigning them to said first entity, respectively said second entity and said third entity, and wherein said first entity comprises first means provided for generating a second set of data using said first access key after receipt of said transport document and second entity comprises second means provided for generating, by using said second access key, a third set of data after receipt of said transport document and when said goods are ready to be transported, and wherein said third entity comprises third means provided for generating upon arrival at said delivery point a fourth set of data using said third access key and said fourth set of data being supplied to said server via said network.