Feb 15, 2014 - single best source of air pollution, according to [the] South Coast Air ... of Wall Street Journal writes, âIn Europe, the Dutch port of Rotterdam.
A Real-Time Tracking and Scheduling Container pick up at Seaports to Reduce Truck Waiting Time Utilizing the Individual Container Tracking System (ICTS) via the Internet
Paper presented at “What Will Move You?” 2003 Integrative Graduate Education and Research Traineeship Student Research Conference held at the University of California, Davis June 26-27, 2003
S. D. Satyamurti, M. Eng., P. E Graduate Student, University of Texas at Arlington, Arlington, Texas
A Real-Time Tracking and Scheduling Container pick up at Seaports to Reduce Truck Waiting Time Utilizing the Individual Container Tracking System (ICTS) via the Internet Abstract Cargo laden containers of all sizes are brought by ship and unloaded at seaport berth by quay cranes and from there moved to the adjacent storage yard by gantry cranes. The container is then picked up by the trucking company or owner’s truck and transported to the warehouse for distribution of cargo to retail outlets. These trucks wait in long lines to pick up containers without knowing where and when to pick them up. This paper analyzes the troubles faced by owners and trucking companies and develops a real-time solution to the container cargo load acquisition problem. A just-in time technique is formulated to enable the truck to be at the dock in time to locate and pick up the container while reducing the waiting times with the use of Ground Positioning System (GPS) and Global Location System (GLS) technologies. By utilizing real time data input, a centrally maintained and operated secure web based database can track and display container movement information worldwide. This paper discusses the data source, the type of required information, and parties responsible for data input to the database. The paper presents a methodology for input and maintenance of the large volume of data while also providing access to the Individual Container Tracking System (ICTS) via the Internet. Key words: - Cargo, containers, eSeal, eTags, GPS, GLS, ITS, MultiAgent Systems (MAS), Queuing Theory, RFID, RTGC, Seaports, truck waiting time Introduction Containers have become a major mode for cargo shipment in the international shipping industry since the early nineteen sixties. World Bank Reports (2002) that ports around the world, numbering more than 2000, are undergoing major expansions with the addition of handling equipment, cranes, storage-space and computerized operation facilities. Sea borne containers generally are made of steel and come in many standardized shapes and sizes. The container traffic is forecast to reach 270 million TEUs (Twenty Feet Equivalent Unit) by 2005. Therefore, the new port facilities should be able to handle all types of containers presently in use. Using advanced information technology solutions with Internet access would increase the throughput of cargo container handling at various ports. Typically, there are three stages of operation in container handling at seaport terminals. When the ships arrive at the port, large cranes on the wharf lift the containers from the ship and store them on the berth or the marshalling yard. The stored containers from the marshalling yard are then moved to different locations by large rail mounted gantry cranes (RMGC) or by large rubber tired gantry cranes (RTGC) for storage and subsequent pick up by trucks. The containers are also transported inland by rail. This paper discusses the difficulties experienced by transportation and trucking firms in locating particular container for pick-up and transportation. Additionally, the author considers long lines of waiting trucks, the waiting times at the port
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entrance gate and the logistics in handling inbound (Imported) and outbound (Exported) containers. The impact of pollution around seaports is also considered. Creighton et al. (2002) have stated that in 2001, the United States imported about 7.8 million containers and exported 4.8 million containers of cargo. U.S. Customs Today, reported in March 2002 issue, that each year, more than 16 million containers arrive in the United States by ship, rail and road. California Environment Report, a publication of Southland Reports (2002), cited that in the “greater Los Angeles [area], in the twin ports of Long Beach and Los Angeles constitute the single best source of air pollution, according to [the] South Coast Air Quality Management District. Port operations are expected to almost triple in size by 2020, with truck traffic at the ports expected to grow from about 35,000 to 83,000 trucks per day.” Trucking firms handle major volumes of containers for quick movement from seaport to distribution outlets and warehouses. There are instances where the container is picked up from Long Beach port in California and shipped across the country on freeways to Canadian destinations. The photo in Figure 1 shows a typical view of the ships, cranes and the containers stacked on the marshalling yard in a seaport.
Figure 1 Typical view of Port and wharf cranes (Hong Kong Port)
(Photo credit: DSS for Operations in a Container Terminal, Katta G. Murty et.al. 2000) In some ports the containers are moved from the marshalling yard to the storage block by internal trucks.
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Present state of seaport operations around the World: The introduction of Information technology support to seaport operations is on the rise over the past 2 years. Ports around the world want to increase the container handling capabilities to meet the global trade, which is forecast to increase at the rate of 6% per year Haefner et al. (1998) report that currently used equipment identification (AEI) technologies include radio frequency (RF), bar coding, smart cards, and satellite-based operations. RF tags use radio signals to communicate real time information including location coordinates, weight, size, and identification numbers to the centralized control management system. The main objective of the AEI is to track containers the entire time they are in the terminal and feedback the location and status information to the central information systems in real time, where the data can be compared with the selected location. Navis in the News (2001) gives an account of the technological advances in several ports in this country and abroad. For example, ports at New Jersey/New York uses the Freight Information Real-Time System (FIRST) to communicate with trucking firms, which is patterned after systems at American Stevedoring Inc., at the Maher Terminals. In Vancouver, BC, the port authorities use direct electronic data interchange (EDI) for communications, while radio frequency equipment is used to move trucks out of the terminal. In the port of Montreal, they use “Extranet” to provide information to specific trading partners with real-time information on their cargo. On the West Coast, the Port of Seattle is planning to introduce Portnet.com, which is a unit of Port of Singapore Authority, owned by PSA Corporation. Daniel Machalaba (2001) of Wall Street Journal writes, “In Europe, the Dutch port of Rotterdam uses robotic cranes to pluck cargo containers from unmanned vehicles guided by sensors in the pavement. The technology has cut container-terminal employment in half, to about 30 workers per shift. Rotterdam, like many foreign ports, is built on a network of canals and escapes much of the truck traffic that clogs U.S. ports by loading container ships from smaller vessels such as barges”. Kim D. et al. (2002) have developed software for controlling the rubber-tired gantry cranes (RTGC) at the Korea International Terminal’s Kwangyang Port, a busy container terminal. They have developed an ultra high-precision Global Positioning System Real-Time Kinematic (GPS RTK) data processing software that works in conjunction with dual frequency GPS receivers and wireless data modems installed on the cranes. The software monitors crane’s deviations from its tracks and feeds the data to the crane’s auto-steering system. This enables the crane to stack the containers as close to each other as possible, permitting maximum use of storage space at the Kwangyang port. The Aim Global Network (2002) reports that at the Long Beach port, in California, there is considerable push toward using Internet based tracking of inbound and outbound containers. eModal, Savi Technology and Greybox Logistics Services Inc., and other Internet Service Providers (ISP) were independently working for Global Real-Time tracking of container movement on land, rail and on the ocean. These are efforts warranted by the US Customs Service, Container Security Initiative (CSI) to monitor the movement of containers around the World and for the safe and secure transportation of containers inside the country. Strategic Council on Security Technology (2002) informed that, “PSA Corporation, Hutchison Port
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Holding, a subsidiary of Hutchison Whampoa Ltd. and P&O Ports of North America would jointly participate in Phase One of the program at the Long Beach Port in California. “Smart and Secure Tradelanes” (SST) project will assist in developing baseline infrastructure, hardware (including electronic seals, sensor devices, and sophisticated scanners) and web based software to ensure secure operation and to track the movement of containers in real time”. Houston Business Journal (2003) reports that “The Port Authority of Houston has become a partner in SST and will install RFID reader infrastructure that communicates in real-time with a powerful software platform to enable real-time monitoring of containers equipped with smart electronic seals”. Airport Technology (2002) in a press release stated that IBS Software Services provide integrated Port Management solutions at the Port of Sharjah, in the United Arab Emirates, Their product “iPort™ is a comprehensive and fully integrated port management solution that supports the entire gamut of port operations ranging from voyage pre-notification, marine operations, cargo & container operations, yard management to billing of all services rendered by the port. iPort™ visualizes the entire port operations as integration of individual functions, optimally planned, coordinated and managed to provide a seamless service chain to the port users community. Pre-notification of vessels, marine operations like piloting, berthing, container and cargo discharge and loading and subsequent delivery and invoicing of various services are all part of a larger entity providing the basic facilities.” In Australia, Port Botany, Port Appleton and other ports have begun an Internet database system to specify and inform their customers of the availability of containers, their release date and container status. A similar effort is underway in many ports around the world to use the latest Internet based technology to track and report the status of container movement. The photo in Figure 2 shows the RTGC and the containers stacked one top of the other at the storage yard
Figure 2 Containers and RTGC in the Storage Yard (Hong Kong Port)
(Photo credit: DSS for Operations in a Container Terminal, Katta G. Murty et.al. 2000) Space is left between container stacks for easy movement of trucks. The height of stacking is controlled by the clearance between the top container and the RTGC.
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Import Container Pick-Up Logic Terminal gate: Trucker request container by number, line, vessel/voyage = “Load Pick up slip” Delivery Locations valid
Steamship line: Data input
Computer: Verification of SS line release, US Customs Release, Truck Line release, etc.
Marine Clerk: Enters container number into computer
Trucker verifies: container availability free
Computer: Does not print delivery ticket
NO
Time /demurrage:
Trucker waiting while problem is solved
All releases OK Security: Truck Check-in
YES YES
Trucker: Hook up to Chassis, proceed to exit gate
Trucker: Leave terminal no pickup
Problem solved
Computer: Print delivery ticket
Marine clerk: Send truck to pre-mount location
NO
CY supervisor: Look at ticket, determine location by MDT
CY supervisor: Send truck to RTG load location
Chassis availability
Hook up to Chassis
Gate clerk: Enter slip number into computer. Print EIA form
Roadability check
RTG: Load container to truck
Trucker: Proceed to exit gate
Security Guard: Check Seal Check truck out
Truck leaves
Figure: 3. Adopted with permission from CIIT. “ Industry Stakeholder Workshop Two”, held in Long Beach, CA. on 11/29/2001
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Import container pick up logic is shown in Fig. 3. The flow chart shows on the left the arrival of the truck and the trucker checking the availability of the container. The security at the gate allows the trucker to go inside and wait. Various procedures take place before the container is released for delivery. Once the computer prints the delivery ticket, the trucker moves to the loading area where the RTGC lifts and places the container on the truck. The truck driver has to wait inside the terminal while all these process takes place. If the computer does not print the delivery ticket, then the trucker leaves the terminal without picking up a container. This is a serious hindrance faced by the truckers and the trucking industry at the seaport; the proposed solution and methodology in this paper will eliminate this quandary from happening. The trucker will not arrive at the port, without confirming that indeed the container is ready for pickup. A model of truck movement and loading within the Ports Develop a simulation model based on queuing theory to determine the mean waiting time for trucks at the seaport. The advancement in IT resources and various security and safety measures introduced has helped develop a novel method of tracking container movement with the aid of Global Positioning System (GPS) and Global Location System (GLS). The information from GPS and GLS will be downloaded to Internet database for the use of all groups interested in tracking the movement of containers. GPS and GLS will be able to precisely place the location of the container at the storage yard using global coordinates. Because of improvement in tracking and scheduling of container pick-up it is expected that the waiting time will be considerably reduced. Therefore it is proposed to study the impact on the cost of delay, waiting time, and quick turnaround time of trucks from seaports after delivery of outbound container and/or pickup of an inbound container. The reduction in idling time in the queue will also decrease the air pollution around the port areas. Simulation of the container processing The truck arriving at the gate to pick up a container or to deliver an export or empty container is treated on a First come First serve (FIFO) basis. The trucks line up on the approach road to the entrance gate. They are cleared by the security personnel at the gate for entry into the port in the order in which the containers are scheduled for pick up. Once the truck is inside, the driver is directed to the storage yard or hold block, where the container is stored and ready for pick up. With the ability to track the location of the container in the storage yard, it should be feasible to pinpoint the location and the truckers can directly go to the block to pick up the container. Once the container is loaded by the RTGC or RMGC, the truck turns around and leaves the port via the exit gate. The truck with the export or empty container is directed to the yard where it is unloaded by RTGC and the truck leaves the port via the exit gate with or without an inbound container. The reduction in waiting time will significantly save the fuel consumption by the trucks while idling on the approach road or inside the port. Incidentally this will radically reduce emission from the trucks and reduce pollution around port areas. Only trucks that have scheduled pick up or delivery are expected to travel on the freeway and highway, thus reducing congestion on the approach roads.
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Improved container handling strategy The Internet based model will be fashioned after the ‘Business to Business’ (B2B) eCommerce model consisting of a large database. The database will have as a minimum, information on container number, cargo contents, shipper name, shipping company, name of the ship, sail date and time, port of call, arrival date and time, location of container (global coordinates) at the storage yard, name of the importer, name of trucking company, name of the driver, driver’s license number, and scheduled date and time slot for pick up. All information tracking will be exclusively associated with the container number, which is the common entity among all participants tracking the cargo container movement from origin to destination. The present method of stacking containers at the storage yard for pick up by trucks is shown in Fig. 4. The containers are stacked without any order in a random fashion. For example the container “A” that belong to one trucking firm is stacked in different location and level in a given block. In row 2 container C and in row 3 containers C and D had to be relocated before the RTGC can access container A. This reshuffling cause unexpected wait time for the trucker while the port staff search and locate the specific container. How the conatiner is lifted and loaded on to the truck is shown in Fig. 7.
1
A
2
3
C
D
B
A
C
D
B
A
C
D
B
Figure 4 Present method of stacking containers at the port In the proposed method the containers are stacked and stored in the order in which they will be loaded according to the pre-established schedule on to the truck. This will permit the truck driver to proceed to the exact location where the specific container is stacked and the port staff need not waste time in locating. This is shown in Fig. 5. Containers A thru D are to be picked up by one trucking firm and they have scheduled to begin pickup of the first one A at 10 a.m. The time slot is from 10 a.m. to 11:30 a.m. for all four containers (A thru D). This is shown in Fig. 6. A
Scheduled for pick up at 10:00 a.m.
B
Scheduled for pick up at 11:00 a.m
C
Scheduled for pick up at 12:00 noon
D
Scheduled for pick up at 1:00 p.m
Figure. 5 The Containers that are scheduled for pick up by different trucking firms at the storage yard
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A
Scheduled for pick up at 10:00 a.m.
B
Scheduled for pick up at 10:30 a.m.
C
Scheduled for pick up at 11:00 a.m.
D
Scheduled for pick up at 11:30 a.m.
Figure 6 The Containers that are scheduled for pick up by the same trucking firm in different trucks at the storage yard The shipper, receiver, the broker, the freight forwarder, the port staff, US Customs Service, the crane operator, the truck driver, the Homeland Security staff and staff at the entrance gates will all have access to the same database over the Internet. A secure database will be made available to all shipping companies and others interested in tracking the movement of containers. Password protected access to the database will eliminate arbitrary use of information in the database. The trucking companies will be provided secured access and ‘edit” command to schedule the pick up time slot of the container at the port. After entering the schedule time period to pick up the container at the seaport, they need to click the “submit” button on the web page to send the information to database.
. Figure 7 RTGC loading a container onto a truck (Hong Kong Port) (Photo credit: DSS for Operations in a Container Terminal, Katta G. Murty et.al. 2000) Simulation of out of sequence arrival and pick-up The container handling at the port using the proposed method is essentially a scheduling problem. The RTGC, the pick-up truck, the unloading of empty containers or export containers, stacking, sorting and storing import container all need to be scheduled in an effective manner to enable events to take place in an orderly fashion. The following are possible real world situations that could be simulated in the proposed model. 1. The truck may arrive ahead of schedule to pick-up. Then the truck had to wait its turn for loading the container by RTGC 2. The truck may arrive behind schedule. Then the truck, which is in the queue, next, will have to be serviced by RTGC. For example, Container “A” has to be lifted and set aside so that Container “B” could be loaded. This activity will take place depending on the S. D. Satyamurti
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scheduled arrival of the truck to pick up container “B”. This is termed as out of sequence activity or shuffling of containers and this can easily be simulated. 3. There may a situation where an incident in the approach road or highway may impact all scheduled events. In that situation the RTGC will be used for other activities like sorting, unloading or restacking containers from the berth. The simulation model will be able to duplicate all activities that are likely to happen in the real world. This will allow us to simulate various scenarios and associated cost implications for the trucking firms. The events are scheduled, tracked, and updated in real-time. All parties involved in the events are kept informed of the schedule and changes to the schedule in real-time. An automatic re-scheduling algorithm could be built-into the database that will continuously monitor and revise the schedule time for pick up in the event that one or more trucks are running behind schedule. Constant and continuous real-time update is possible with the Internet based database manipulation and status methodology. Another approach is proposed to simulate the container tracking and truck loading/unloading problem with the application of the Multi-Agent System (MAS) paradigm. Hennesey, L et al (2002) have used this MAS method to simulate the arrival of containers on the ship, unloading on the berth, restacking on the storage yard and ultimate pick up and transportation by rail. To quote from the paper “Integrating the information flows from the various transport providers and actors would improve the planning for the terminals and benefit planning and scheduling for the others in the chain”. Therefore the introduction of information technology and the Internet resident database system to obtain real-time data tracking would be a candidate for the MAS simulation model. Proposed methodology for Import Container pickup The proposed flow of information is shown in Figure 8. The container location is continuously transmitted to the Internet database by E-Seal, E-tags and various other means of tracking systems. The trucking firm, after checking the availability of the container, schedules a pick up time slot and transmits the data to the internet database. The RTGC or RMGC operators get the information on the day’s activity including the number of containers, the location and pick up schedules from the same internet database. This will enable them to plan their workload for that day. The security personnel at the gate can obtain information on the number of trucks expected and their planned arrival time from the same internet database. The database is constantly updated in real-time showing the new schedule if there is any delay or change due to any external influence on traffic or incident. The information on traffic on port approach roads is available from the internet database to the Intelligent Transportation Systems (ITS). This will enable the concerned personnel in traffic operations and control to monitor the traffic movement and congestions points on freeways and highways, and to forecast delay, and transmit information to the changeable sign display boards. The Internet database is also available for public use for those interested in tracking container movement before it arrives at the warehouse facility. The internet database provides a comprehensive method of tracking from the originating facility for all
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concerned. The database could be deployed, maintained and updated from one central location As soon as the truck leaves the gate the database will be updated showing the departure of the truck from the exit gate by the security personnel when they authorize the truck to leave the port terminal. GPS Satellite TRADING PARTNERS
E-SEAL
GPS EXTRANET
E-TAGS
FREIGHT FORWARDERS/ BROKERS
PICK UP TIME AND DATE FROM TRUCKING FIRM
RTLS
HOMELAND SECURITY PHYSICAL CHECK
GLS
PORT STAFF
INTRANET
INTERNET DATA BASE
US CUSTOMS AND SECURITY CLEARANCE TRUCKING FIRM
SHIPPING PORT US CUSTOMS
SHIPPER
ARRIVING PORT
ITS UPDATE
TRUCK DRIVER
SMART CARD UPDATE
SECURITY AT THE GATE
CRANE OPERATORS AND HANDLERS
Truck Leave Port
GPS - Global Positioning System. GLS- Global Locating System (SkyBitz, Dulles, VA) RTLS- Real Time Locating Service (WhereNet Corp, Santa Clara, CA)
Figure 8. Real time database update and information flow from Internet database
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Discussion Unites Sates Customs Service, Container Security Initiative (CSI) require tracking the movement of all containers on the sea and inland on rail and road. Web based real-time tracking of the movement of containers from the seaport to the delivery point over interstate freeways and highways are critical for CSI and for safe movement of traffic and congestion reduction. Similarly, the container shipment will be tracked in real time from the moment it leaves the production, manufacturing, or transshipment facility to the seaport over highways and freeways until it arrives at the port entrance. All movements will be followed and reported on the website for the benefit of transportation officials, US Customs, federal and state safety officials, individual trucking firms and port authorities. Secure access with password control is envisioned to minimize misuse of information available on the worldwide web. The rapid advance and development in information technology and electronics has resulted in many forms of control and tracking mechanism available for container movement from ship to shore to inland travel. E-Seal (Electronic intermodal container Seals), E-Lock (Electronic intermodal container Lock) and RFID (Radio Frequency Identification) are some of the safety features that could be used for tracking the movement of containers on land and on the high seas by the trucking industry, shipping firms, US Customs and security personnel. The E-Seal or E-Lock is placed at the departing warehouse or production facility. The information is tracked via EDI (Electronic Data Interface). Total Asset Visibility (TAV) method used by the Department of Defense to track location of containers, cargo, and ships around the world. This technology is now in use in ports and facilities in 30 countries around the world with more ports expected to follow this security seal-tracking model soon. This will assist the trucking industry to have advance information on the status and movement of their containers and can plan for trucks of different sizes to be ready for pickup of cargo at the port. This breakthrough in information technology and the Internet will enable the trucking firms to hire the required number of drivers, loaders, and mechanics needed to schedule and maintain their fleet to reach the port on time. This will lend a hand to the trucking companies to reduce waiting time at the seaport, knowing when and where the containers will be ready for loading on to their fleet of trucks. The trucks will depart their origin only after confirming the status of their container over the Internet. The US Customs clearance and security clearance will be updated on the Internet database continuously and the truck will be allowed to leave the facility only after the container has been cleared and is ready for pick up. This will significantly eliminate truckers leaving the port without picking up a container because it was not cleared to leave the port. Refer to Figure 3 showing the Import Container Movement logic on page 6. Single owner operated private trucking firms will now have easy access to the Internet database on their personal computers. They can plan and schedule the time slot and arrive at the port in time to pick up the container at the terminal. This web based tracking of the availability of containers saves the waiting time inside the port and delay incurred at all major ports. The savings of wasted resources and costs that are normally added to the freight-shipping price may be passed on to the end user, the consumer. The consumer will realize the savings while shopping at the retail outlets.
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Proper planning, scheduling and pickup of containers, on a “just-in-time” (JIT) basis would reduce fuel wasted while idling at the ports. The effectiveness at the port storage yard will also increase significantly and throughput of containers will add more space for storing of the imported containers. If stacking of containers at the storage yard is planned according to the delivery schedule as discussed earlier, then it will reduce double handling and eliminate the chore of searching for misplaced containers. The truck traffic on freeways and highways leading to the seaport could be monitored, controlled and regulated using real time data of the traffic reported on the web-based database. Smart Cards will have the following information coded in them. The name of the trucking company, the number of the container to be picked up, the truck license number, the driver’s name and license number, and state of registration. This information will permit more efficient processing at port security gates since the security personnel will have identical information on their computer relayed from the trucking firm’s office. The personnel at the gate will have information on all trucks that are to pass through the gates on a given date, by the hour and thereby have a good count of the expected traffic. Similarly, the crane handling personnel will have advance information on the containers that have to be lifted and placed on the truck or the chassis. The crane operators will be using Laptops, PCs or PDAs connected to the Internet over a wireless network, on the location of containers at the storage yard in real-time. Export or empty containers arriving at the port from inland production and manufacturing facilities will have their information keyed in the database from the moment the container leaves the facility. This information will permit tracking the movement and security of cargo without human interface using RFIDs and Smart Seal. Theft, pilferage and unauthorized access to containers could be prevented until they arrive at the secure facility of the seaport. Telemetric Technology can be used to transfer delivery and receiving information on to the Smart Card in the truck. AVI tags will be provided for all trucks and associate the AVI Tag and the Smart Card through the Telemetric Technology. Mallon, Lawrence G (2002) mentions in the report to the CIIT that presently tested and used is a third party developed software and Internet support (www.emodal.com) that is available through “eModal” systems, assist in the coordination and information integration of containers at the port and on the ship. eModal SchedulerTM is an option available at this web site, which will enable trucking firms to schedule a time slot for the pick-up time by selecting the container number on line. eModal is presently servicing several ports including the Long Beach port in California. The location of the container at the storage yard is presently not available in the present system. Final Analysis Communications Services (2002) are actively participating in the development of satellite technology, and wireless data services to assist US Customs, the Department of Defense (DOD), and the Shipping Industry and Port authorities around the world in tracking the movement of containers, ships, defense equipment, and highly sensitive material.
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Figure 9 shows the Network of Satellites that would link “smart” eSeals or eTags on transport vehicles in all modes, over long distances to a central interrogation computer terminal. GPS satellites would send data on to tags and seals about their present location on the surface of Earth.
Figure 9. Graphical view of data transfer system (from NASA Tech briefs. 9-98)
Conclusion The research approach and solutions proposed in this paper have the potential to vastly improve the transshipment of containers from the seaport to the trucks at the storage yard, minimizing delay, and reduction in the queue at the port approach roads. The personnel at the port, trucking firms, the shippers, brokers and freight forwarders have to familiarize with the use of Smart Card, the E-Seal and other security measures The author recommends further investigation into the potential cost reductions and the development of a prototype system. The prototype system shall be field tested and thoroughly evaluated. A logical extension of the reduction in expected truck traffic will proportionately decrease air pollution around the ports and approach roads. The Internet database operation is changing dramatically with the introduction of several new software languages and web based solutions. The Extensible Markup Language (XML) and its derivatives have significantly improved the communication between computers and Structured Query Language (SQL) performance has become a fairly standard approach to Internet database design and execution. Acknowledgements The author wishes to thank Dr. Shekar Govind, Ph. D., Senior Lecturer, and Dr. Stephen Mattingly Ph. D., Assistant Professor in the Department of Civil and Environmental Engineering, at the University of Texas at Arlington, for their support, discussion and review of the paper. In S. D. Satyamurti
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addition I would like to thank Mr. Ravi Murti of Lockheed Martin and Mrs. Thana Murti for reviewing and providing word processing and graphic input for this paper. I also wish to thank Ms. Barbara Hauser at the Science and Engineering Library of UTA for assistance with literature search and review of the draft. I wish to thank the following professors, who gave permission to use the information on their research on container operations at seaports: Dr. Katta G. Murty, Ph. D., Professor, Department of IOE, University of Michigan, Ann Arbor, Michigan, Dr. Richard Langley, Ph. D., Professor, Department of Geodesy and Geomatics Engineering, University of New Brunswick, Fredericton, New Brunswick, Canada. Dr. Lazar N. Spasovic, Ph. D, Associate Professor, School of Management and Director, National Center for Transportation and Industrial Productivity, NJIT, Newark, NJ.
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References: Airport Technology. “IBS to provide Integrated Port Management Solution for Department of Sea Ports & Customs, Sharjah “. 11 September 2002 http://www.airport-technology.com/contractors/com_soft/ibs/press3.html California Environmental Report. “California Shipping Industry Workers will be up with the Owls to help cut Pollution at State’s Major Ports under Bill sailing through Legislature” Southland Reports, August 22, 2002. http://www.southlandreports.com/82202Story1.htm Final Analysis “Providing Secure Transportation Through a Global Wireless Data Systems”, Final Analysis Communication Services, Inc. 9701 East Philadelphia Court, Lanham, MD 20706 January 29, 2002 Greighton, B, David Poppe, Heidi Tsun, and Ben Van’t Hul,. “U. S. Port. Container Security and Tracking”. College of Business, Iowa State University, Ames, Iowa, December 9, 2002 Haefner, Lonnie E and Mathew S. Bieschke, “ITS Opportunities in Port Operations” Transportation Conference Proceedings, 1998 Hennesey, Larry and Johanna Tornquist. “Enemy at the gates: Introduction of Multi-Agents in a Terminal Information Community” Department of Software Engineering and Computer Science, Blekinge Institute of Technology, Sweden, 2002 Houston Business Journal. “Port of Houston becomes Smart and Secure Tradelanes Partner”. April 1, 2003. Kim Donghyun, Richard B. Langley, and S. Kim, “ High-precision crane guidance: Shipyard giants”. GPS World, Vol. 13, No. 9, pp: 28-34. September 2002 Machalaba, Daniel. “U. S. Ports losing the battle to keep up with overseas trade” The Wall Street Journal, July 9, 2001. http://www.gsu.edu/~ecojxm/micro/articles/w070901.htm Mallon, G. L. “ Use of (Information) Technology to Improve Goods Movement in Southern California” The Center for International Trade and Transportation, California State University, Long Beach, Ca. February 1, 2002 Moynihan, Philip I., and Govind K Deshpande. “Automated Cargo-tracking Transponders” NASA’s Jet Propulsion Laboratory, Pasadena, Ca. September, 1998 Murty, Katta G, Jiyin Lin, Yat-wah Wan, and Richard Linn. “DSS (Decision Support Systems) for Operations in a Container Terminal” December 29, 2000 and Revised January 2003. Navis in the News, “A Closer Look” Supplement to Logistics Management and Distribution Report Magazine, October 2001. http://www.navis.com/news_Lmgpa.jsp
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Sideris, Alexios C, Maria P Boile and Lazar N Spasovic. “Operational Planning at Intermodal Marine Terminals”, 42nd Annual Research and Policy Forum of TRF, July 5, 2000 Strategic Council on Security Technology and US Senator Patty Murray announce Global “Smart and Secure Tradelanes initiatives for Ocean Cargo coming into the United States”, Washington DC and Seattle, WA. July 11, 2002 http://www.scst.info/releases/july11_02.html The Aim Global Network Standards “ Savi Technology and Transamerica subsidiary combine for Global real-time Container Tracking”. Press Release, July 30, 2002. The Center for International Trade and Transportation. “Current State and Future Options for Expanded use of Information Technology in Seaports”. Industry Stakeholder Workshop Two – California State University, Long Beach, Ca. November 29, 2001 U. S. Customs Today. “Container Security Initiative to safeguard U.S., global economy”. March 2002 World Bank Reports “What does the Ports, Maritime and Logistics Sub-Sector Look like?” Ports and Logistics Overview, 2002. http://www.worldbank.org/transport/ports_ss.htm . Websites The following web sites are referred in the paper. http://www.emodal.com/ accessed on 5-31-03 http://www.Skybitz.com/ accessed on 6-1-03 http://www.navis.com/ accessed on 5-28-03 http://www.wherenet.com/ accessed on 5-28-03 http://www.finalanalysis.com/ accessed on 5-30-03 http://www.savi.com/ accessed on 5-30-03
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