An Agent-based Approach for Improving the Performance of Distributed Business Processes in Maritime Port Community

In the recent years, the concept of “port community” has been adopted by the maritime transport industry in order to achieve a higher degree of coordination and cooperation amongst organizations involved in the transfer of goods through the port area. The business processes of the port community supply chain form a complicated process which involves several process steps, multiple actors, and numerous information exchanges. One of the widely used applications of ICT in ports is the Port Community System (PCS) which is implemented in ports in order to reduce paperwork and to facilitate the information flow related to port operations and cargo clearance. However, existing PCSs are limited in functionalities that facilitate the management and coordination of material, financial, and information flows within the port community supply chain. This research programme addresses the use of agent technology to introduce business process management functionalities, which are vital for port communities, aiming to the enhancement of the performance of the port community supply chain. The investigation begins with an examination of the current state in view of the business perspective and the technical perspective. The business perspective focuses on understanding the nature of the port community, its main characteristics, and its problems. Accordingly, a number of requirements are identified as essential amendments to information systems in seaports. On the other hand, the technical perspective focuses on technologies that are convenient for solving problems in business process management within port communities. The research focuses on three technologies; the workflow technology, agent technology, and service orientation. An analysis of information systems across port communities enables an examination of the current PCSs with regard to their coordination and workflow management capabilities. The most important finding of this analysis is that the performance of the business processes, and in particular the performance of the port community supply chain, is not in the scope of the examined PCSs. Accordingly, the Agent-Based Middleware for Port Community Management (ABMPCM) is proposed as an approach for providing essential functionalities that would facilitate collaborative planning and business process management. As a core component of the ABMPCM, the Collaborative Planning Facility (CPF) is described in further details. A CPF prototype has been developed as an agent-based system for the domain of inland transport of containers to demonstrate its practical effectiveness. To evaluate the practical application of the CPF, a simulation environment is introduced in order to facilitate the evaluation process. The research started with the definition of a multi-agent simulation framework for port community supply chain. Then, a prototype has been implemented and employed for the evaluation of the CPF. The results of the simulation experiments demonstrate that our agent-based approach effectively enhances the performance of business process in the port community

A Decision Support System for the Storage Space Allocation Problem under the Effect of Disturbances: a Case of the Port of Arica (Chile)

Lo scopo del lavoro è provare a risolvere il container allocation problem: come disporre i container in maniera più efficace all'interno di un terminal? Dopo un attento esame della letteratura, sono state sviluppate diverse strategie di allocazione basate sulla fuzzy logic. Tali strategie sono poi state combinate per dare vita ad un sistema che sia in grado di reagire a eventi che possono alterare le normali operazioni all'interno del terminal.ope

Discrete-Event Control and Optimization of Container Terminal Operations

This thesis discusses the dynamical modeling of complex container terminal operations. In the current literature, the systems are usually modeled in static way using linear programming techniques. This setting does not completely capture the dynamic aspects in the operations, where information about external factors such as ships and trucks arrivals or departures and also the availability of terminal's equipment can always change. We propose dynamical modeling of container terminal operations using discrete-event systems (DES) modeling framework. The basic framework in this thesis is the DES modeling for berth and quay crane allocation problem (BCAP) where the systems are not only dynamic, but also asynchronous. We propose a novel berth and QC allocation method, namely the model predictive allocation (MPA) which is based on model predictive control principle and rolling horizon implementation. The DES models with asynchronous event transition is mathematically analyzed to show the efficacy of our method. We study an optimal input allocation problem for a class of discrete-event systems with dynamic input sequence (DESDIS). We show that in particular, the control input can be obtained by the minimization/maximization of the present input sequence only. We have shown that the proposed approach performed better than the existing method used in the studied terminal and state-of-the-art methods in the literature

Essays on Port, Container, and Bulk Chemical Logistics Optimization

The essays in this thesis are concerned with two main themes in port logistics. The first theme is the coordination of transport arrivals with the distribution processes and the use of storage facilities. We study this for both containerized and bulk chemical transport. The second theme is the uncertainty associated with the arrival time of ships with bulk chemicals and the impact on port logistics. Each essay describes a case study where quantitative methods, especially simulation, are used. The operation of container terminals and in particular the way in which containers are stacked in a yard is influenced by information about the departure of a container. We find that even inaccurate information is valuable and helps to reduce unproductive moves. Next, we present the ``floating stocks'' distribution concept which uses intermodal transport to deploy inventories in a supply chain in advance of retailer demand. We demonstrate that a main drawback of intermodal transport, a longer transit time, can be mitigated using this concept. This concept also influences the choice of a port: we provide a quantitative interpretation of routing flexibility in port selection

Historia, evolución y perspectivas de futuro en la utilización de técnicas de simulación en la gestión portuaria: aplicaciones en el análisis de operaciones, estrategia y planificación portuaria

Programa Oficial de Doutoramento en Análise Económica e Estratexia Empresarial. 5033V0[Resumen] Las técnicas de simulación, tal y como hoy las conocemos, comenzaron a mediados del siglo XX; primero con la aparición del primer computador y el desarrollo del método Monte Carlo, y más tarde con el desarrollo del primer simulador de propósito específico conocido como GPS y desarrollado por Geoffrey Gordon en IBM y la publicación del primer texto completo dedicado a esta materia y llamado the Art of Simulation (K.D. Tocher, 1963). Estás técnicas han evolucionado de una manera extraordinaria y hoy en día están plenamente implementadas en diversos campos de actividad. Las instalaciones portuarias no han escapado de esta tendencia, especialmente las dedicadas al tráfico de contenedores. Efectivamente, las características intrínsecas de este sector económico, le hacen un candidato idóneo para la implementación de modelos de simulación con propósitos y alcances muy diversos. No existe, sin embargo y hasta lo que conocemos, un trabajo científico que compile y analice pormenorizadamente tanto la historia como la evolución de simulación en ambientes portuarios, ayudando a clasificar los mismos y determinar cómo estos pueden ayudar en el análisis económico de estas instalaciones y en la formulación de las oportunas estrategias empresariales. Este es el objetivo último de la presente tesis doctoral.[Resumo] As técnicas de simulación, tal e como hoxe as coñecemos, comezaron a mediados do século XX; primeiro coa aparición do computador e o desenvolvemento do método Monte Carlo e máis tarde co desenvolvemento do primeiro simulador de propósito específico coñecido como GPS e desenvolvido por Geoffrey Gordon en IBM e a publicación do primeiro texto completo dedicado a este tema chamado “A Arte da Simulación” (K.D. Tocher, 1963). Estas técnicas evolucionaron dun xeito extraordinario e hoxe en día están plenamente implementadas en diversos campos de actividade. As instalacións portuarias non escaparon desta tendencia, especialmente as dedicadas ao tráfico de contenedores. Efectivamente, as características intrínsecas deste sector económico, fanlle un candidato idóneo para a implementación de modelos de simulación con propósitos e alcances moi variados. Con todo, e ata o que coñecemos, non existe un traballo científico que compila e analiza de forma detallada tanto a historia como a evolución da simulación en estes ambientes portuarios, clasificando os mesmos e determinando como estes poden axudar na análise económica destas instalacións e na formulación das oportunas estratexias empresariais. Este é o último obxectivo da presente tese doutoral.[Abstract] Simulation, to the extend that we understand it nowadays, began in the middle of the 20th century; first with the appearance of the computer and the development of the Monte Carlo method, and later with the development of the first specific purpose simulator known as GPS developed by Geoffrey Gordon in IBM. This author published the first full text devoted to this subject “The Art of Simulation” in 1963. These techniques have evolved in an extraordinary way and nowadays they are fully implemented in different fields of activity. Port facilities have not escaped this trend, especially those dedicated to container traffic. Indeed, the intrinsic characteristics of this economic sector, make it a suitable candidate for the implementation of simulation with very different purposes and scope. However, to the best of our knowelegde, there is not a scientific work that compiles and analyzes in detail both, the history and the evolution of simulation in port environments, contributing to classify them and determine how they can help in the economic analysis of these facilities and in the formulation of different business strategies. This is the ultimate goal of this doctoral thesis

A case study analysis of the role of intermodal transport in port regionalisation

This thesis presents an analysis of the role of intermodal transport in Notteboom and Rodrigue's (2005) port regionalisation concept, an approach to port development that focuses on the inland aspects of the process, as well as taking port development models from a spatial focus to a focus on institutions. It is argued that the port regionalisation concept is insufficiently disaggregated; it does not identify or classify different processes within the concept, nor does it explain how they operate or who drives them.In this thesis, the port regionalisation concept is broken down into its three constituent parts: inland terminals, market and logistics and the resolution of collective action problems. Each of these is examined in its own chapter, based on a case study methodology. The methodology was chosen for its ability to provide rich detail and build or extend theory, as the overall aim of this thesis is to critique the port regionalisation concept and extend its explanatory power. Part one follows a multiplecase design, analysing numerous European inland terminal developments in order toimprove inland terminal classifications that can then contribute to the port regionalisation concept. Parts two and three each utilise a single case design, taking a single case in depth in order to explore in rich detail how these issues play out in industry. Part two studies the role of large retailers as the primary drivers of intermodal transport in the UK, while part three examines the development of an intermodal corridor in the United States, offering the opportunity to study a collective actionproblem in detail.Part one reveals that port actors, both port authorities and port terminal operators, can be directly involved in the development of inland terminals, and that differences can be observed between terminals developed by port actors and those developed by inland actors. A conceptual distinction is proposed to capture this observation. Part two identifies barriers to port regionalisation, such as operational issues, spatial development decisions and a lack of integration between inland market players. Part three demonstrates the difficulties faced by public bodies attempting to direct regionalisation strategies, constrained by legitimacy and agency conflicts and an institutional structure that limits their effectiveness. An added contribution to the literature is the theoretical framework that is developed for the analysis of the institutional factors at play in resolving a collective action problem.While additional cases are required to advance the concept further, the cases in this thesis elucidate reasons why ports may not be controlling or capturing hinterlands through the strategies of integration that the port regionalisation concept suggests. It may be more accurate to state that regionalisation can only occur as long as a set of favourable commercial and institutional conditions are maintained. The findings from the cases presented in this thesis suggest that it is not easy to maintain such conditions, implying that regionalisation may be the exception rather than the norm

Application of Mixed Simulation Method to Modelling Port Traffic

Marine ports are the largest single business complex in the maritime sector impacting the coastal, marine, and atmospheric environment. The environmental effects of port operations mostly originate from the vessel and cargo handling operations, and maintenance. Port operations generate marine pollution in many forms (chemical, biological, solid waste, and sedimentation) and present a challenge to all port operators. Because ports are often located near urban areas, the wider impact of port operations on the environment cannot be ignored as it can potentially affect the economy of these areas as a whole. Air pollution is a significant externality for ports located close to urban areas. Around 4.5% and 6.2% of the total SO2 and NOX respectively, emitted by ships are due to in-port activities such as manoeuvring (approaching harbours) and hoteling (at the dock in port). A vessel consumes around 10% of fuel during slow manoeuvring. Assuming around 4.5% and 6.2% of the total SO2 and NOx emitted by ships are due to in-port activities such as manoeuvring (approaching harbours) and hoteling (at the dock in port), simplifying the traffic model hinders the ability to conduct accurate emission assessment and limits the ability to conduct an environmental assessment as a result of increased port capacity. The research aim is to develop a multi-method simulation model of port systems to simulate port traffic for assessing various port challenges like emission, throughputs, etc. The study will develop a mixed simulation model of port systems comprising of marine traffic and associated processes using the port of Liverpool as a case study. The developed simulation model will be used to estimate emission within the case study port. The study developed a multi-method simulation model representing individual actors and specific processes of the entire port system. The developed simulation method integrates two major modelling approaches: discrete-event simulation and agent-based simulation. Due to the complexity within the port, the study focused on the vessel and cargo handling sector of the port because manoeuvring (approaching harbours) is a significant source of pollution. The developed method adopts an object-oriented approach. Object-oriented modelling is an important aspect of the modelling methodology because it supports the reusability and scalability of the developed model as entities are represented as objects with specific characteristics based on their types. This is significant in representing vessel and cargo terminal types. Each vessel type was encapsulated with internal characteristics e.g. passage plan, speed, etc. A terminal developed to handle bulk cargoes is different from a terminal that handles container cargoes. Therefore, agents were developed to represent various cargo terminal types (such as container terminal, bulk terminal, passenger terminal, etc.), with each terminal type possessing its characteristics specific to itself. The method was applied in the study area. AIS data was collected for the Port of Liverpool over the 12 months of 2016. The data provides information on all marine traffic (fitted with AIS) for the Port of Liverpool outer channel (Liverpool Bay) and the port inbound and outbound lanes along the River Mersey. This data set was used to design and validated the simulation model. A maximum of seven vessels was observed to be transiting through the outer waterway, four at the inner and two in the manoeuvring waterway. Vessel transit times and speed variation are observed to be influenced by the vessel traffic density within each waterway. Vessel waiting and dwell time are seen to be influenced by lock availability and the tidal condition of the port. An increase in tidal duration results in an increase in both waiting and dwell time and vice versa. The validation outcome reveals that the developed model also possesses a relative realistic speed changing behaviour when compared to real-world data. The simulation result also shows a realistic relationship with the travel time distribution from the historical data set. The developed model represents the port as an entire system, however, the study only focussed on the vessel handling process. Previous port modelling has witnessed lots of simplification in vessel traffic models, port process models, and exclusions of external condition models over the years, but the object-oriented programme implemented in this study can help solve these issues. Therefore, the developed methodology would enable better models to be integrated

Global seaport competitiveness: a resource management perspective

Seaport investment is lumpy, entails a long gestation period and has been referred to as a sunk cost. While seaport infrastructures have long been recognized to be a contributor of seaport performance, research on seaport competitiveness, a popular theme among mainstream maritime studies, has not directed sufficient efforts to understand the role of resource management in building seaport competitiveness. Instead, the dominant focus has been on seaport location, productivity and efficiency, price, connectivity, and organization. The manner in which global seaports manage their capital-intensive resources to develop contingent dynamic capacities and capabilities to confront the changing dynamics in the maritime market has not been systematically examined. Using a qualitative multiple case study approach, this study traces the developmental paths of three geo-politically distinctive global seaports - Dubai, Kaohsiung, and Rotterdam - to examine how they achieved competitive advantages since the advent of containerization. Drawing on the tenets of resource-based view, organization learning, dynamic capability and contingency theories, this research reviewed and interpreted the planned actions of the three seaports from the perspective of resource structuring, bundling and leveraging to develop constructs of strategic resource management. From the strategic actions taken by the three case seaports, the study identifies eight resource management constructs couched within four basic capability building blocks that were instrumental in helping them to achieve, and maintain, their global competitiveness: a capital-intensive regime of developing logistics support infrastructure, a parallel program of utilizing resources in a complementary manner, a dynamically agile capability of coupling, de-coupling, and recoupling to renew resource utilization efficiency in response to external changes (regional market dynamics, industry trends), and a capability of re-orienting the use of tangible assets as an exit strategy to develop intangible resources to adapt to unfolding events. The judicious blend of the eight resource management constructs underpins the developmental paths of the three case seaports as they navigated the environmental contingencies posed by the dynamics of the regional competition they faced against the backdrop of the size of their hinterland and foreland. Offering a fresh perspective on understanding how global seaports compete by developing contingent dynamic capabilities, this study presents six working propositions, opening an avenue for building a theory of global seaport competitiveness based on seaport resource management