1. The Information Sharing Platform for Port Container
Terminal Logistics using Virtual Reality*
Fan Shu, Weijian Mi, Ziqi Xu
Logistics Engineering School
Shanghai Maritime University
Shanghai, China
fanshu@shmtu.edu.cn , to_xf@126.com
*
This work is supported by SECRP Grant #T0601 to Z.Q. Xu.
Abstract - Port container terminals are essential intermodal
interface in the global transportation network. Owing to
advances of container logistics in today’s globalized economy, the
competitive edge of container terminals has shifted to
information management paradigm for the purpose of cost- and
time-efficiency. However, an effective yet systematic information
sharing strategy, in terms of information acquisition, processing,
communication, storage, display and analysis, has not been well
addressed. The traditional information from port operation
management was conducted using numerical and diagrammatical
formats. As a result, it is an imperative to employ the latest visual
technologies, i.e. virtual reality (VR) and geographical
information system (GIS), to resolve these impacts so as to
enhance the efficiency of port logistics. Accordingly, a novel
logistics information system, i.e. a VR-based information-sharing
infrastructure, which paves a new venue for container terminal
operation and control, is proposed and investigated. Finally, a
case study on Tianjing Container Port in China is consequently
presented to illustrate this approach. It is indicated that the
proposed VR-based system can be effectively applied for
container terminals operation and facilitate the container
terminals logistics process.
Index Terms – Port container terminal logistics, Information
sharing platform, Virtual reality, system modeling and simulation.
I. INTRODUCTION
As a starting and terminal point of seaborne
transportation, the port has become a hub comprising physical,
information and financial flows. Moreover, with advances of
logistics management, the port has transformed from a
‘transportation centre’ into a ‘logistics centre’. The port
logistics is accordingly composed of two perspectives:
namely, a micro viewpoint regarding such terminal operations
as docking, transportation and inventory; and a macro
viewpoint regarding social factors [1, 2]. In this regard, the
information flow rather than physical flow secures a crucial
position in port logistics. It pertains to a transparent process
that can be analysed and controlled efficiently. Based on this
notion, the port information platform using visual technologies
is accordingly developed for port management purpose.
Especially, container terminals are the most important points
in port enterprise logistics, container operation management
using information technologies should be further studied.
The traditional operation management and control
systems of container terminals involve the information
management throughout container handling process in terms
of numerical and diagrammatical formats. Thus for diversity
of container operation activities, it is extremely tough for
container operators to handle the information in a real-time
manner because of data redundancy and response delay [3].
Owing to the rapid development of information technology
(IT), the virtual reality (VR) and geographical information
system (GIS) technology paves a novel venue to operate and
control container terminals effectively, so as to expedite
container operation significantly.
II. OVERVIEW OF CONTAINER PORT LOGISTICS INFORMATION
The port information platform is established to integrate
both information sources of enterprise and social logistics. It
bridges diverse information management systems, including
enterprise and user information. From an internal viewpoint,
information communication and coordination is rather critical
amongst diverse terminals in a specific port, as well as various
departments within a specific terminal. On the other hand,
from an external viewpoint, such enterprises as shipping
companies or agents, commodity owners or agents, shipping
contractors and custom inspectors. Moreover, shipping
companies and custom inspections contact with diverse port-
level administrative departments (e.g. scheduling,
transportation and finance) directly; whereas transportation
contractors and commodity owners contact with diverse
terminal-level departments directly. As a result, a multiple-
level management mode is imperative in consideration with
both internal and external issues.
Fig.1 Illustration of correlation amongst port departments
Fig.1 illustrates the correlation amongst internal and
external departments within a port. The logistics information
platform communicates frequently with the department-level
Port Administrative Dept
Terminal N
Custom Inspectors Shipping Agents
Commodity Owners
Shipping
Contractors
ΖΖΖΖΖ
Terminal 1
Finance
Scheduling
Transport
ΖΖΖ
1-4244-1531-4/07/$25.00 © 2007 IEEE. 2570
Proceedings of the IEEE
International Conference on Automation and Logistics
August 18 - 21, 2007, Jinan, China

2. computer management systems, in which information sources
stem from multiple entities. With advances of information
technologies (ITs), port information is acquired based on
information systems instead of manual working. For instance,
vessel charts and cargo manifests are currently transferred
from shipping companies to terminal operation departments
via electronic data exchange (EDI) technology. IC cards are
used while container trucks enter operation zones. Further
studied, the radio frequency identification (RFID) technology
is employed in replacement of IC cards. The global position
system (GPS) is also applied for in-site monitoring and
dynamic scheduling. Remote monitoring system (RMS) is as
well equipped through programmed logic controller (PLC) to
transmit equipment information into Internet advances
directly.
These examples indicate that diverse acquisition
technologies are possibly used under a uniformed system.
After the introduction of logistics information, the information
regarding object positions and motions are emphasized. Most
information is described as a text-based format rather than a
spatial object, yet it is a trend to link the spatial information
with textual information. The spatial information, such as
storage yards, berthing of vessels and transportation route of
yard machines, can be used to establish decisions regarding
production management, e.g. storage space allocation [4,5],
berth allocation [6,7,8] and yard cranes or tucks dispatching
[9,10]. Based on these understandings, port information
platform is such a complicated system that its efficiency is
now an impact. In this regard, logistics information
management involves not only information storage, record and
display but also information analysis and evaluation. As such,
it is critical to establish a visualized data-mining strategy on
the basis of an information-sharing infrastructure.
III. ESTABLISHMENT OF INFORMATION SHARING PLATFORM
At present, various management sub-systems, which
involve different logistics information, are applied in terminals
[11]. For example, the real-time production management
system is used for terminal production control; the financial
system is employed based on terminal operation data; the
facility service system is aimed at equipment maintenance and
repair; and remote monitoring system is deployed for
equipment condition monitoring and remote servicing.
Although these systems are used for different purposes, there
exist close relationships amongst them.
In details, the equipment idle information should be sent to
real-time production system through remote monitoring
system, so as to fast respond to the break-down equipment and
dynamically re-allocate the machinery. Meanwhile, the idle
information should be sent to equipment service system so as
to undergo maintenance and repair planning. The import and
export time and operation records from production system
should be sent to financial system for calculating inventory,
contracting and operation fees so as to settle accounts between
consignor and terminals. Similarly, the equipment
maintenance time, cost, consumables procurement and
consumption should be sent to financial system so as to
conduct the internal cost estimation. Accordingly, there exists
a public information area. However, the communication
amongst different systems is still problematic due to intensive
inputs for the same information, data redundancy and error
inputs. To resolve this impact, following techniques are
adopted:
1) Appropriate procedure of information system development:
The sequence of information system development should be
concordant with the direction of information flow amongst
different management sub-systems.
2) Close cooperation between information system developers
and enterprise system engineers: The system maintenance and
updating should be conducted based on a team-work of both
system developers and enterprise staffs, specifically for
development stream and database design.
3) Effective establishment of unified and standard event code
tables: Code tables regarding commodity, machinery and port
can be directly used; or mapping tables are newly set up so as
to guarantee code consistency.
Nevertheless, there unavoidably exists inconsistency
among historical data in a developed port. As such,
establishment of a sharing infrastructure secures a crucial
position in port development strategy for information system.
The infrastructure includes a two-level mechanism, namely, an
administrative level and an operative level. The administrative
level departments include port service authority that manages
subordinate terminals. As such, a so-called scheduling center
is usually set up for integrated information management, for
example, such activities as customs declaration, container-
collection appointment and acceptance service are handled
through an integrated information platform. However,
different operation systems and databases may possibly be
used by different terminals, so that data transmission is rather
time- and cost-consuming. Based on this understanding, the
information-sharing platform is established according to the
information singularity strategy, that is, the unified
information is distributed to subordinate terminals by port
authority. Following issues should be considered:
1) For port networking, the terminal departments are able to
connect with the enterprise server.
2) For system development, the generality and typicality
among terminals should be equivalently emphasized.
IV. THEORETICAL BASIS OF VISUAL TECHNOLOGY
A. Real-time-driven Database
In general, the VR-based container operation management
systems (COMS) are developed based on legacy systems.
These systems employ existing databases and drive motional
objects for 3D scenes in a real-time fashion, which represent
actual conditions of container operation. Accordingly, the
relationship between traditional and VR-based COMS is
shown in Fig.2.
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3. Fig.2 Traditional versus VR-based COMS
B. Virtual-reality technology
The VR technology provides an interacting environment
for modeling and simulating operation activities by means of
the three-dimensional (3D) visualization [12]. As a result, this
enables container terminals in controlling operation process
and thereafter making decisions efficiently.
The VR technology is used to create a virtual world in
terms of a computer system, which provides a mechanism for
virtual environment and navigation scene. Meanwhile, it can
represent the motion of scenery objects using simulation
techniques; whereas the 3D world can be requested and
responded through the human-computer interfaces (HCI) [13].
In details, the existing COMS is adapted to a virtual
environment so that container terminal operators can attain
and then respond towards the real-time information
conveniently and intuitionally. Specifically in this study, the
VR-based COMS, which runs under a VC.NETTM
environment, is implemented using a modeling software
named CreatorTM
and a simulation-driven software called
VegaTM
.
C. Geographical information system technology
Traditionally, information is represented in a textual form
to describe an object from diverse viewpoints, so as to map
into a multiple-field table in terms of multi-attributes [14].
With the development of logistics, spatial information is
further stressed as geographical information, which can be
categorized as follows:
1) Attribute information: i.e. traditionally-described
information that covers various attributes of an object,
involving manifest, attributes of containers, operation records
of gantry cranes.
2) Geographical information: i.e. space-related
information that is related much to 3-dimensional (3D) spatial
information, such as terminal yard location and container
vessel types. The 3D spatial information can be transferred
into 2D spatial information if the z-coordination is set to 0,
such as terminal yard layout map.
V. IMPLEMENTATION OF VR-BASED COMS
The modeling for VR-based COMS is conducted based on
the 2D models. Simultaneously, a number of transformation
interfaces are provided for various formatted files to avoid
redundancy of modeling tasks [15]. Due that a large number of
scene models and objects exist during the simulation process,
an SGI workstation, together with CreatorTM software, is
applied to generate the scene models of container terminals.
This is realized based on the surveying information that
contains dimensions and locations of objects. For this purpose,
these models are further simplified.
A. Static Scene Modeling
The static scene includes such motionless objects as
ground and sea levels, buildings and plants. As this work
focuses on the container yards, other objects are included in
the static scene. In this respect, they are grouped into a unified
modeling file. Therefore, following tasks are carried out
within the modeling process.
1) File format transformation: Prior to inputting to
CreatorTM, the existing models are transformed into the
demanded formats. These models are then optimized to omit
some details that may complicate the modeling process.
2) External database introduction: In order to facilitate the
storage space saving and virtual data updating, the external
databases, which store existing models, are utilized in this
study. In so doing, the existing modeling data are introduced
and re-allocated into appointed databases.
3) Texture acquisition and creation: On the basis of photos,
the texture acquisition is conducted using PhotoShopTM. The
colors are fused via a combination of several photos so as to
create new textures. Alternatively, textures of a specific photo
are preceded in terms of chromatics degree, saturation degree
and luminosity. Besides universal textures, some transparent
textures, e.g. trees and backgrounds in the form of *.rgba or
*.inta format, are further handled by PhotoShopTM via a
CreatorTM plugin.
B. Motional Scene Modeling
The motional scene, including such moving objects as
container, tractor-trailers and cranes, is driven and coordinated
by the information that is stored in databases. In details,
1) Three types of textures are respectively created for different
containers, e.g. 20 and 40 inches.
2) The gantry cranes, which possess both global and local
motions, are rather complicated amongst modeling objects.
These motions are so inter-dependent that are modeled
according to the changes of object locations and sizes. This is
fulfilled by adopting CreatorTM
hierarchical data structure, i.e.
OpenFlight. Degree of freedom (DOF) nodes are added into
the modeling database hierarchy in order that special parts of
gantry crane can move around, respectively. A DOF
establishes a local coordinate system, and the geometry it
controls moves towards the axes of the coordinate system.
3) The models of container tractor-trailers are significantly
simplified in the form of presenting the appearance rather than
structure of the tractor-trailers.
C. Modeling Files Integration
Shared
DB
VR-base
Container
Operation System
Traditional Container Operation System
Query &
Statistical
CFS
Container
management
Operation Mgt & Control
CTS
Gateway Entrance /Exit
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4. Consequently, two categories of modeling files are
formed. One is an integrated file of static objects (including
static objects and backgrounds) accompanied by some pre-
defined models from external databases. The others are
relevant files of motional objects (including container, tractor-
trailers, crane objects). The workflow of these modeling files
is illustrated in Fig.3. In details, LynxTM
graphical user
interfaces (GUI) are added to the interfaces of static objects;
while applications via VegaTM
are associated with the
operations of motional object numbers and dimensions based
on VC.NETTM
programming [16].
VI. A CASE STUDY
A case study on Tianjing Container Port in China is
consequently presented to illustrate this approach. In this
regard, such 3D simulation software as CreatorTM
and VegaTM
are used for system implementation, together with VC.NETTM
for in-depth VegaTM
programming. A GUI of the VR-based
COMS is presented in Fig.4. Some detailed interpretations are
presented as follows.
A. Pre-definition of Application Programs
Define abbreviations and acronyms the first time they are
used in the text, even if they have been defined in the abstract.
Abbreviations such as IEEE, SI, MKS, CGS, ac, dc, and rms
do not have to be defined. Do not use abbreviations in the title
unless they are unavoidable.
B. Secondary Development of Application Programs
Upon completion of pre-defined files, the parameters of
application programs are initialized. The motional objects are
simulated using such object-oriented (O-O) programming
tool-kits as VC.NETTM
via VegaAPI functions. Due that
VC.NETTM
is used as the development platform for MFC-
based application programs, the VR-based COMS possesses
good interfacing and visualization functionalities through
VegaTM
. In details,
1) Access and track database: Once some changes of database
records are detected, the 3D models, which denote different
operation activities, are responded to these changes (Fig.5).
Fig.3 Workflow of static and motional modeling files
Fig.4 An illustration of VR-based terminal scheduling
2) Drive scene models: The changes of database information
are represented by the changes of displacement and color on
account of VegaTM
objects. In this case, the models are
rendered based on the interaction amongst databases, tables
and objects (Fig.6).
3) Render modeling scenes: After the color table is set up, it is
easy to find the monitored containers or container categories
from color changes of objects. For the purpose of events
tracking, users can click 3D objects using mouse or key in
relevant query information.
VII. CONCLUSIONS
To ride on the demands of port operation reliability, a port
logistics information platform is accordingly proposed. By
incorporating with port management sub-systems, an
information-sharing platform is established; whereas a
visualized data mining strategy is postulated. Through
information communication amongst port entities, an
integrated approach is attempted to combine both data mining
and visualization technologies. Therefore, it is envisaged that
port logistics information could be effectively utilized within a
reliable logistics information platform.
Fig.5 Relationship amongst RecordSets, linked lists and scene objects
Linked list Structure
(Linked list Classes)
Initialization
Initialization
Controlling
Comparisons
Updating
Scene Objects
Database Information
(RecordSets Classes)
Modeling files
via Creator
TM
Static Scene
(including static objects
and backgrounds)
Motional Scene
(including container,
truck, crane objects)
Lynx
TM
graphical user
interfaces (GUI added
to object interfaces)
Application
Based on Vega
TM
(Operations of object
numbers and dimensions
via VC.NET
TM
)
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5. Fig.6 Illustration of scene objects controlled by databases and tables
The conventional operation management systems
(COMS) of container terminals are related to the information
organization within container handling process in terms of
numerical and diagrammatical formats. Hence for various
container operation activities, it is rather difficult for container
operators to handle the information in a real-time manner due
to data redundancy and response delay. Because of the advent
of information technology (IT), the virtual reality (VR)
technology provides a new way to operate container terminals
effectively. In this regard, the VR technology creates an
integrated environment to model and simulate operation
activities using the three-dimensional (3D) visualization.
Generally speaking, the VR-based COMS is developed
based on existing systems. These systems should drive
motional objects for 3D scenes in a real-time manner. The VR
technology is applied to generate a virtual world as a
computer system. Alternatively, it can represent the motion of
scenery objects by employing simulation techniques;
meanwhile, the 3D platform can be operated via the human-
computer interfaces (HCI). The VR-based COMS models are
conducted on the basis of the 2D models.
Because of a lot of scene models and objects during the
simulation process, an SGI workstation together with
CreatorTM software is utilized to generate the scene models
of container terminals. Upon completion of object modeling,
two types of modeling files are formed. To a detailed extent,
LynxTM graphical user interfaces (GUI) are generated to
interface static objects; whereas applications via VegaTM are
conducted to operate motional object numbers and dimensions
based on VC.NETTM programming. In this regard, such 3D
simulation software as CreatorTM and VegaTM are used for
system implementation, together with VC.NETTM for in-
depth VegaTM programming. A two-step approach is
adopted, comprising pre-definition and secondary
development of application programs.
In summary, the VR technology is applied for system
modeling and simulation. This provides a cooperative
platform for geometrical and motional modelling, where
operation activities are visualized in three-dimensional (3D)
formats. Furthermore, data of motional models are driven by a
real-time database, which contains operation management
information. A case of Tianjing Container Port in China is
consequently employed to study this approach. It is envisaged
that the proposed VR-based system is proven effective in
container terminal operation.
ACKNOWLEDGMENT
The authors would like to thank an anonymous referee
for his/her careful review and helpful suggestion. This
research work is sponsored by Shanghai Education
Committee Research Projects (SECRP).
Incoming
Container tractor-
trailer Locations
RecordSets Classes (Current
Information)
Linked list Classes (Existing
Information)
Comparisons
Y
RecordSets Increasing
Add Vega-modeled Container & tractor-
trailer Objects (Both within the scene)
Unloading
Import Voyage
N Y
Add Vega-modeled tractor-trailer Objects to
Search for Container Objects
(Tractor-trailer within the scene only)
Outgoing Loading
RecordSets Reducing
N
Import Voyage
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