CARGO TERMINAL OPERATING SYSTEMS
Specific Objectives
By the end of the sub-module unit, the trainee should be able to:
a) Explain the meaning of an operating system
b) Describe the components of a cargo terminal operating system
c) Explain the functions of a cargo terminal operating system
d) Explain the importance of a cargo terminal operating system
e) Discuss challenges of cargo terminal operating systems.
THE MEANING OF AN OPERATING SYSTEM
An operating system is a program that controls the execution of application programs and acts as
an interface between the user of a computer and the computer hardware.
A more common definition is that the operating system is one program running at all times on
the computer (usually called the kernel), with all else being applications programs. An operating
system is concerned with the allocation of resources and services, such as memory, processors,
devices and information. The operating system correspondingly includes programs to manage
these resources, such as a traffic controller, a scheduler, memory management module,
input/output programs, and a file system.
Hardware
Computer hardware refers to the physical parts of a computer and related devices. Internal
hardware devices include motherboards, hard drives, and RAM. External hardware devices
include monitors, keyboards, mice, printers, and scanners.
The internal hardware parts of a computer are often referred to as components, while external
hardware devices are usually called peripherals. Together, they all fall under the category of
computer hardware.
Software:
This consists of the programs and applications that run on computers. Because software runs on
computer hardware, software programs often have system requirements that list the minimum
hardware required for the software to run.
Human-ware:
The TOS generally serves, and is served by, labour, planners, supervisors, managers, liners,
truckers, railroads, visitors, regulators, and analysts. The people who serve/operate the Operating
System are what is known as the human-ware.
A Terminal Operating System (TOS) is thus a computer program that is used as the primary
instrument in performing the various functions like recordkeeping, planning, control, and
monitoring for the modern marine terminal.
Examples of TOS are CATOS a component of the KWATOS System used by KPA and CITOS
of PSA Corporation which are used to plan and direct all container handling operations in real
time. The TOS plans the use of berth, yard, equipment and manpower needed in terminal
operations.
THE COMPONENTS OF A CARGO TERMINAL OPERATING SYSTEM
Just like any system, a cargo terminal operating system is composed of several distinct parts that
put together make the whole. These parts/components are interlinked and together they form the
system. The basic components of a cargo terminal operating system are the Hardware, Software
and the Human-ware.
Hardware
These are the physical, tangible parts of the system. They include Computers, Hand Held
Terminals, Vehicle Mounted Terminals, Biometric readers, Bar Code readers etc.
Software
This is the intangible part of the system. It is the program that runs the whole system and makes
everything possible.
Human ware
This is the human element in connection with the Operating System. Human labour is there to
operate the system, run the equipment, to move the freight/cargo. Any system depends on the
users. Staff is critical to the success of any TOS. Staff must be appropriately trained and
managed to be able to identify key variables of the system.
TOS’s are expected to interface with a variety of machines and instruments. Optical character
recognition, radio-frequency identification, biometrics, geospatial positioning, digital imagery,
proximity detectors, threat detectors, and safety instruments are just some of the technologies the
TOS must serve. All these are tangible physical parts or what we call the hardware, the program
that makes the interfacing possible is part of the software and the people who operate the system
and use these machines and instruments is what is termed as the human-ware.
THE FUNCTIONS OF A CARGO TERMINAL OPERATING SYSTEM
A Terminal Operating System (TOS) plays a major role in today’s terminal operations, as it
supports planning, scheduling and equipment control. Many tasks such as stowage planning,
grounding decisions, equipment dispatching are performed by the Terminal Operating System
and these have to be well tuned to the operation, which is characteristically terminal specific.
Computerized container terminal operating systems have functions and roles as follows:
a) Manage the flow of containers through the terminal by relocating the containers in the right
places in the most efficient manner;
b) Plan loading/unloading schedule and yard transfer operation by receiving information from
shipping companies, describing position of containers on vessel coming into the port and which
ones need to be taken off at the terminal;
c) Process the containers transported into the terminal by rail or road, receiving notification from
shipping companies and trucking companies about them; and
d) Notify shipping companies and trucking companies about the locations of containers (H. R.
Choi et al., 2003)
Ship Operation
For planning an efficient loading and unloading operation of vessels. Plan loading/unloading
schedule and yard transfer operation by receiving information from shipping companies,
describing position of containers on vessel coming into the port and which ones need to be taken
off at the terminal (H. R. Choi et al., 2003)
Shore Operation:
Profiling of all the yard space in the terminal and information on the allocation of yard space to
vessels and by extension cargo. It also involves tracking the balance of yard space reserved in
relation to the actual volume and mix of cargo received.
Planning
The planning modules include the modules of berth planning, yard planning, loading/unloading
planning, railway planning and resource allocation planning.
a) Berth planning - Berth planning includes berth configuration, vessel information
management—which covers general information of vessels such as service route and navigation
features, vessel arrival/departure schedule management and berth allocation—which includes
allocation management of berth and cranes.
b) Yard planning - Yard planning modules include yard configuration management, yard
planning for export cargo, yard planning for import cargo, yard planning for transshipment
cargo, yard planning for empty container and relocation within yard boundary.
Yard planning for an export cargo module should consider a berth that is ready for a vessel
coming alongside, yard status by types and, by vessels, to plan the allocation for export cargo.
Yard planning for import cargo modules should accept the plan for unloading cargo and consider
cargo that will be transferred to other piers, navigation type and size of vessel. Generally, yard
allocation for import cargo is performed after the accomplishment of unloading planning.
However, the planning module should support the case when it is necessary to adjust the yard
plan, while import cargo are being unloaded from a vessel.
c) Loading/unloading planning - The loading/unloading planning module consists of
management of vessel data, container crane planning, unloading planning and loading planning.
Vessel data is information for loading/unloading planning. This includes detail specification of
the vessel, structure of cargo holder and tank, draught, displacement tonnage, special data for
calculation of the stability of the vessel and strength of the structure and anything else which
may be required.
d) Railway planning - Railway planning includes platform and freight train configuration,
arrival/departure control and loading and unloading planning for railway transportation. The
arrival date and amount of containers should be notified before planning or loading and
unloading planning for railway transportation.
e) Resource allocation planning - Resource allocation planning includes resource analysis,
equipment allocation and personnel allocation. Resource allocation planning function should
perform suitability analysis, whether the plan can be completed in the given time based on all the
experience and actual results.
f) Yard operation - Yard operation consists of loading and unloading on and from vessels,
gate-in yard management, gate-out yard management, reefer container and dangerous goods
container management.
Yard operation for unloading proceeds based on the unloading plan from vessel and yard plan.
Yard operation includes the relocation of the unloaded containers and manages the positions of
them. At the time of completion of relocation of unloaded containers on the yard, the reports are
transferred to the overall control with the data of container number, equipment number, working
time, working detail and position of the equipment.
The automatic tracking function for container location should be included in yard operation and
the location data should be supplied to outer institutions that are chained in the logistics. For
consideration with yard operation for gate-in/gate-out, the order of loading/unloading onto/from
trailers should be determined considering extra workload needed. Reefer container operation
should include such operations as power plugging, temperature setting and monitoring.
The prompt alarm is necessary when sudden problems occur. Dangerous goods container
management includes the reception of a dangerous goods list, examination of the level of danger
of the goods, gate-in/gateout operation and yard operation for the containers. The operation
should keep the regulation of handling dangerous goods such as keeping some distance between
containers and positioning the containers on the isolated yard blocks (H. R. Choi et al., 2003).
Gate Operation
The Terminal Operating System (TOS) controls the movement of not only cargo but also people
and machines (trucks, trains, cars etc) in and out of the terminal. No cargo, machine or person
passes through the gates without the entrance being captured in the system or without
authorization through the system. For cargo and machines entering the terminal, their movement
is controlled and they are only allowed in after being assigned a specific destination/yard address
or work area respectively.
The Cargo terminal operating system provides a set of computerized procedures to manage
cargo, machines and people within the terminal thereby enabling a seamless linkage between the
various facets to efficiently and effectively manage the cargo terminal.
THE IMPORTANCE OF A CARGO TERMINAL OPERATING SYSTEM
Ports and by extension, cargo terminals are an important element of a country’s economy. They
are major nodal points for different modes of transport and also act as focal points of economic
activity. Globalizations, increasing international trade, increased sizes and capacity of vessels,
containerization and the decreasing cost of not only sea transport but also inland transport and
the introduction of new technology to ports have all led to severe competition between ports and
between terminals. Efficiency issues have now come to the fore in virtually all ports and
terminals. Due to the nature of operations – where all tasks have to be carried on in harmony by
various bodies - , the use of information technology hence TOS is inevitable. A terminal
operating system (TOS) is essential for efficient and productive terminal operations, as it
supports planning, scheduling and equipment control.
Importance of a TOS
The fundamental job of the Terminal Operating System is to improve terminal performance. It
thus manages cargo handling activities at the cargo terminal with the primary goals of helping
the operator:
1. Reduce costs
2. Enhance efficiency of services at the terminal by streamlining procedures and optimizing
terminal operations through optimal utilization of terminal resources (yard, storage, quay,
equipment and personnel).
3. Increase volume by boosting productivity and/or improving customer service.
4. By controlling movement in around and out of the terminal, the TOS ensures that at any
one time every consignment, person or machines location is known and can be accounted
for thereby providing some form of accountability and deterrent aspect in terms of
security in the terminal.
CHALLENGES OF CARGO TERMINAL OPERATING SYSTEMS
A system is a collection of components organised to accomplish a specific function or a set of
functions. With the emerging global economy and Ecommerce, organizations of every kind and
in all parts of the world are becoming increasingly dependent on their IT systems. New, powerful
applications allow businesses and institutions to introduce unprecedented levels of
computerization into their daily operations. Business can be conducted 24 hours a day, 7 days a
week. (IBM Global Services, 1998).
System Downtime:
System Downtime means that a system is off-line and not ready/available for use. This downtime
can be due to planned maintenance or failure brought about by external or internal attacks or
other causes. Most terminals computers are increasingly networked, exposing them to a myriad
of viruses and other attacks commonplace in today’s networks.
Security and maintenance problems can wreak havoc on an organization’s computing
infrastructure. To curb this, software vendors frequently release patches and upgrades that can be
applied to address security and maintenance issues that have been discovered. On the other hand
through reverse engineering security patches, exploits are being released as soon as a month after
the fix is released. Applying software updates to address security and maintenance issues results
in system services being unavailable leaving the computer vulnerable until repaired.
System breakdown:
A terminal operating system (TOS) is the heart of terminal operations, as its software
application supports the planning, scheduling and equipment control activities of a container
terminal. Since the TOS is responsible for accurate operations within the terminal, its reliability
is of essence as even short hiccups cause substantial financial and reputational damage to the
terminal.
System usage in the terminal is a day-to-day practice which involves all kinds of real-time
interactions between the system’s components and processes executed. This puts all kinds of
pressures and strains/stress on the system that may not have been envisaged in the testing phase
and can easily lead to system breakdown – system malfunctioning and not executing the jobs that
it had been programmed to do.
System compatibility:
Systems are termed to be compatible with each other as long as both can run (or simply reside)
on the environment without adversely affecting the behaviour of the other.
Lack of compatibility between systems of the various stakeholders in a terminal/port e.g. the
terminal operator and the regulators or shipping companies poses a an obstacle to the smooth
running of the TOS as it is envisaged. In certain cases, stakeholders’ systems may lack some
functions and data such that information that is sent to the terminal operating system may miss
some items. In this case the terminal has to re-enter the missing data manually thereby lowering
the efficiency of data processing and this can even lead to incorrect processing.
System integration:
Integration is concerned with the process of combining components into an overall system.
Whether a terminal operating system is integrated or not is very tightly related to the quality of
its database design. In situations where each application has its own database redundancy and
inconsistency occurs.
There is also the larger problem of lack of integration between systems of the various
stakeholders in a terminal/port e.g. the terminal operator and the regulators or shipping
companies. When this is the case, the data transfer and data processing function that is meant to
speed up and ease operations is lost and hence the bulk of the advantage that is meant to be
garnered from adopting the TOS.
System security:
Terminal Operating Systems are under increased threat of, unauthorized access/penetration,
(hacking) more so with today’s improved technology - pervasive remote terminal access,
communications, and networking. Physical measures rarely provide meaningful protection for
either the information or the service; only the hardware is secure.
Despite significant advances in the state of the art of computer security in recent years, terminal
operating systems are more vulnerable than ever. Each major technological advance in
computing raises new security threats that require new security solutions, and technology moves
faster than the rate at which such solutions can be developed.
Security breaches.
Even more potentially serious, a security breach can compromise sensitive customer and
employee information or intellectual property stored in disk drives or on tape media. Even if data
is not corrupted and even if programs are not ruined, the damage to a company's reputation can
be catastrophic. Sometimes, news about security breaches surfaces publicly, and the publicity
can affect customer loyalty and repeat business by altering customers' perception of the data
integrity and data reliability within the organization that experiences the security breach.
Security issues across the infrastructure.
For many SMB organizations, the lack of support for single sign-on and authorization across the
company prevents accurate approvals for end-user access and could result in inappropriate access
to systems by outsiders or hackers.
Inconsistent security practices, along with inadequate or aging Internet access methods, leave
room for security business risks to develop over time. Data backups that are not regularly
scheduled or encrypted can result in security issues related to tampering with data or impacting
the integrity of a business' data housed on storage devices or on the organization's PCs. The need
to improve employee productivity with wireless networks further increases the risk exposure.
