## 3 Methodology of Construction of Architecture of e-STMS Based on IoT and WSNs  
The methodology for designing the architecture of working online the e-STMS for cargo intermodal transportation monitoring and management is presented by integrating different layers of the whole infrastructure. The requirements for such system architecture are formulated by taking into account the conditions of transportation, which can vary in a broad spectrum. The conceptual models are combined with two main subsystems: The functional subsystem, which is devoted to the representation of interrelated processes of intermodal transportation, and the e-service provision subsystem (Figure 1). The flow of data (information) between functional subsystems and components supporting such subsystems must be accessible through separate channels and enable the transmission to each participant component by taking into account several steps of realization of the whole infrastructure (Figure 1). For creating service areas for everyone involved in the processes (i.e., customers, carriers, small charging stations, charging partners, and contract drivers), it is possible to monitor the logistics and intermodal transport processes in real-time and increase the company's transparency. The development of new projects and decision-making processes depends on the revenue stream, affecting the efficiency and effectiveness of all consolidation works (operations) in the intermodal transportation of freight. The system can schedule data, including WSNs and other equipment, by providing data to operatively working big data warehouses in stationary working servers. Processes are organized so that interoperability of such infrastructure enables data collection from sensors automatically. \begin{table}
\begin{tabular}{l l} \hline \hline
**Transportation Content of the Analysis** & **Sources** \\ \hline Quay planning & [40; 41; 42; 43] \\ \hline Hours of operation of quay cranes & [44; 45; 46; 47] \\ \hline Planning and sequence of loading & [48; 49] \\ \hline Storage activities & [50; 51] \\ \hline Distribution and dispatch of cranes and conveyors & [52; 53; 54] \\ \hline \hline \end{tabular}
\end{table} 
Table 1: Different perspectives by different analyses of container port operations. Each step in the process requires standardized decision-making on appropriate planning, urgent anticipation, joint implementation, monitoring, and service quality. Factors that affect the final result have to be taken into account. This analysis is carried out to assess customer satisfaction with the e-service provision for business partners' activities during Step 7. In more detail, we are discussing the means for realizing Step 2. The types of vehicles and interaction scenarios are analysed by considering the complexity of intermodal transportation. Vehicles can move from low to very high speeds (160 km/h or more), making it difficult to maintain consistency in coherent infrastructure-to-vehicle (I2V) and vehicle-to-vehicle (V2V) communication [3; 8]. The existing statistical data on vehicle traffic, such as the movement together according to specific patterns during peak periods and under different conditions, could help to keep a link between the mobile automotive groups. Vehicles at any time may be out of communication coverage (in some cases of conditions the techniques based on Wi-Fi, cellular, and satellite communication does not work), so the network protocols have to be designed in such a manner that they can easily connect to the Internet and provide support as in normal mode. Despite the many positive, unique features, vehicular network development is faced with specific challenges, such as:  
* Large-scale different connections into networks;
* High level of mobility of observed objects;
* Fragmentation of the network;
* Changing topology of freight transportation;
* Complex communication, accounting, and quality assurance.