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A conceptual model for a cyber-social-technological-cognitive smart medium-size port
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ScienceDirect Procedia Computer Science 162 (2019) 94–101 Procedia Computer Science 00 (2019) 000–000 Procedia Computer Science 00 (2019) 000–000
www.elsevier.com/locate/procedia www.elsevier.com/locate/procedia
7th International Conference on Information Technology and Quantitative Management 7th International Conference on Information Technology and Quantitative Management (ITQM 2019)
(ITQM 2019)
A conceptual model for a cyber-social-technological-cognitive A conceptual model for a cyber-social-technological-cognitive smart medium-size port smart medium-size port a a
Claudia A. Durán a,a,*, Felisa M. Córdova bb, Fredi Palominos cc Claudia A. Durán *, Felisa M. Córdova , Fredi Palominos
Department of Industry, Universidad Tecnológica Metropolitana, Av. José Pedro Alessandri 1242,Santiago 7800002, Chile b Department of Industry, Universidad Tecnológica Av. de José Pedro 1509, Alessandri 1242,Santiago 7800002, Chile Faculty of Engineering, University FinisMetropolitana, Terrae, Av. Pedro Valdivia Santiago 7501015, Chile b c Faculty of of Engineering, FinisScience, Terrae, Av. Pedro de Santiago 7501015, Chile Departament MatematicsUniversity and Computer University of Valdivia Santiago1509, of Chile, Santiago, 9170124 Chile c Departament of Matematics and Computer Science, University of Santiago of Chile, Santiago, 9170124 Chile
Abstract Abstract The medium port currently investigated is incorporating the concept of smart port into decision-making and operational The medium currently is incorporating concept smartthose portworking into decision-making activities. To port determine the investigated critical factors that show the the existing gapsofwith with Industry and 4.0, operational a systemic activities. To determine the critical factors that show the existing gaps with those working with Industry 4.0, a systemic conceptual model for a smart medium-size port is designed for a hyperspace containing cyber-social-technologicalconceptual model for a smart medium-size is perceptions, designed forinformation a hyperspace cognitive domains (CSTC), where are related port ideas, and containing knowledge cyber-social-technologicalthat should have a highly cognitive domains (CSTC), management where are related ideas, perceptions, information knowledge that should have a experts highly automated port for efficient and optimization of logistics processes.and A sample of high-level executive automated for efficient management andtooptimization logistics processes. Alevels sample high-level experts from three port medium ports made it possible diagnose theof CSTC development of of Chilean portsexecutive in each of their from threedetecting medium gaps ports with maderespect it possible diagnose CSTC development of Chilean ports in each toof reach their domains, to a to smart port, the identifying opportunitieslevels and giving recommendations domains,4.0 detecting gaps with respect to a smart port, identifying opportunities and giving recommendations to reach Industry in the near future. Industry 4.0 in the near future. © 2020 The Authors. Published by Elsevier B.V. © 2019 The Authors. Published by Elsevier B.V. This is an open accessPublished article under the CC BY-NC-ND (http://creativecommons.org/licenses/by-nc-nd/4.0/) © 2019 The Authors. by Elsevier B.V. of the license Selection and/or under responsibility organizers ITQM 2019Conference on Information Technology and Peer-review underpeer-review responsibility of the scientific committee of the 7thofInternational Selection and/or peer-review under responsibility of the organizers of ITQM 2019 Quantitative Management (ITQM 2019) Keywords: smart medium port; cyber-social-technological-cognitive model; diagnosis; gaps Keywords: smart medium port; cyber-social-technological-cognitive model; diagnosis; gaps
1. Introduction 1. Introduction Based on the evolution pyramid for knowledge project models, Chilean public/private ports are part of a Based on the model, evolution pyramid for knowledge project Chilean public/private portsin are part of basic short-term a feature of immature networks [1]. models, Thus, there is a lack of investment projects thata basic short-term model, a featureand of immature [1]. Thus, there is a lack of investment promote disruptive technologies advanced networks digital transformation systems. Nowadays, it can in beprojects observedthat at promote disruptive technologies and advanced digital transformation Nowadays, it cantechnology be observedand at international level that the development of electronic ports implies systems. integrating information, international level that the(PCT) development of actors electronic ports integrating information, technologyusing and communication processes where the of the portimplies community are connected by processes, communication processesmanagement. (PCT) whereItthe of the that port ports community are connected by processes, using software that improves is actors also warned connected by their processes are being software that improves management. It is also warned that ports connected by their processes are being
* Corresponding author. Tel.: 56-227877092; fax: 56-227877092. * Corresponding author. Tel.: 56-227877092; fax: 56-227877092. E-mail address: [email protected] E-mail address: [email protected]
1877-0509 © 2020 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review under responsibility of the scientific committee of the 7th International Conference on Information Technology and Quantitative Management (ITQM 2019) 10.1016/j.procs.2019.11.263
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developed with some degree of sensing and automation. Different systems to facilitate the information management generated with the port activities are considered. In this context, public services of the State that play a supervisory role are interconnected with other foreign trade countries through SICEX, which interoperates with the Maritime Single Window (MSW) and the Port Community System (PCS) that is used to manage and improve the efficiency and coordination of the actors that integrate the export and import logistics processes. Strategic declarations of a medium-sized port system proposed by the Port Authority, private companies operating terminals, private companies that make up logistics chains, public bodies, trade associations and trade unions have analyzed in previous work [2] verifying that there is greater strategic synergy in the economic aspect and, to a lesser extent, in the technological field [3-4-5]. A traditional port may be described as one which operating activities are based on its workers and that it is limited by efficiency [6-7], in particular, by loss of time and logistics costs [8-9]. A port can also be conceptualized as an integrated logistics information center of urban transport and foreign trade [10]. To be qualified as a smart port, goods and information flows among port actors should be upgraded, in a systemic way at cyber-physical-social-cognitive thinking hyperspace level (CPST) [11-12-13], adapting its long-term strategies to its macro political, economic, environmental, social, technological environment in real time, necessarily incorporating automation with synchro-modality, and using digital platforms to visualize information and control events in real time [14]. It is in this context that the present paper proposes a Conceptual Model for a Cyber-Physical-Social-Cognitive Smart Medium-Size Port, the context of Industry 4.0. 2. Conceptual Model for a Smart Medium-Size Port 2.1. International and local contexts Being ports automated and sensorized, artificial intelligence tools, applications and networks could be easily incorporated, as well as semantic sensors, RFID radio frequency, differential GPS system, Internet of Things (IoT), data management for Big Data, among others [7-13-15-16]. These ports correspond to fifth generation ports and they are focused on the client and the community, but research and development of technologies on the clusters that contribute to sustainable development [17], to governance models, to business processes [18] and human capital are required. Ports of Rotterdam, Hamburg and Singapore are cases of smart ports. They are highly automated and use technology 4.0 to efficiently manage and improve logistics processes, in addition to making intelligent decisions with a large amount of data in real time to identify existing opportunities and risks [16-18]. The Chilean ports that have been analyzed present a mixed governance model (public and private) [9], so they are publicly owned and granted under concession to private companies, playing an administrative role over land and maritime operations. The ports governed by the law ports, and aspects related to technological and employability developments are regulated, controlled and promoted by different components dependent on the State of Chile: Transport and Telecommunications Ministry (TTM), where public policies on transport and port telecommunications are proposed; Labor and Social Welfare Ministry, which promotes public labour policies; the Ministry of Public Works (MPW), in charge of public infrastructure; the Production Development Corporation, which supports technological innovation and strengthens human capital; The National Training and Employment Service, concerned with the development of policies and programs that improve employability by increasing training and improving work skills; the National Commission for Scientific and Technological Research (CONICYT), which promotes the development of scientific and technological research projects; CHILEVALORA, which is responsible for certifying labor competencies of workers.
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3. A Conceptual Model for a Cyber-Social-Technological-Cognitive Smart Medium-Size Port (CSTC) 3.1 Conceptual model proposal. Associated technologies The conceptual Model proposed for Smart Ports visualizes a systemic approach at hyperspace level, in a Cyber-Social-Technological-Cognitive (CSTC) environment, where ideas, perceptions, information and knowledge that come from the interactions produced by members of the port community, logistics chains and from those interconnections produced in the cyberspace, are put into action. Figure 1 shows the Conceptual Model proposed for the Smart Port.
Internet of computers, IoT
Digital networks
Knowledge Management
Databases e-clowd
SW Platforms Social networks
Cyber domain
Social capital Knowledge Base Cognitive domain
Social domain
Intellectual capital
Community Platform Legal, cultural, structural, environmental aspects
Technological domain
Process technologies, IoT, robotics, others
Networks technologies
Artificial intelligence
Cybersecurity
Fig.1 Conceptual Model of a Smart Port.
This model integrates a set of technologies that can be used in the creation of a smart port, which are presented below. The four cyber, social, technological and cognitive domains relate to data flows, information and knowledge. Cyber Domain: • Internet of computers, computer networks, hyperspace: these digital platforms allow the integration, interconnection and interaction of computers and networks. Hyperspace is defined in the interconnection of multiple spaces. • E-crowd cloud, as storage media and facilitator of interconnections among actors. • Databases and information management software, relevant and focused on the key processes of the port operation. Social Domain: • Platforms of social management networks: are mainly used by citizens of the city or commune near the port, who wish to express their opinion or interact with the port. • Port community platform: the set of import and export companies that participate in the port logistics chains, public and private institutions providing public service and supporting port activities, develop logistics
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forums and crowd applications to share ideas, procedures, protocols, knowledge and regulations, among other things. • Social Factors: they involve aspects of organizational structure, companies’ goals and objectives, regulations and standards, community values, organizational culture and socialization of services, among other things. Technological Domain in physical and business processes: • Network technologies: such as LAN, WAN, WLAN that enable efficient communication and networking in the cyber space for companies and institutions linked to the port. • Automation of physical processes: allows real time control of events of operational level activities. • Business processes technologies: they involve tactical-level business processes and strategic processes. • Internet of things (IoT): a physical object can be perceived and sensorized in the port, to be mapped later on in the cyber space by multiple technologies such as wireless sensors working at real time, physical data sensors, environmental sensors, tidal sensors, equipment and mobile device sensors. • Positioning technologies: passive tags, RFID systems and GPS are technologies that ensure traceability of products from their incorporation to the logistics chain until shipment and vice-versa. They also ensure the traceability of the transportation media used. • Robotics and teleoperation: they allow acting on fixed, mobile and crane equipment in the port, optimizing and making the operation of automated systems more flexible. • Drones: these unmanned aerial vehicles allow a close monitoring of any movements made in the port and its surroundings. • Artificial intelligence (AI): when the port community members display their capabilities, skills, expectations and knowledge, AI generates algorithms and heuristics that are mapped in the cyber space as models, methods, techniques, tools and practices. They emanate as a whole, though coming from each member of the port community. In this way, community learning is shared in the port ecosystem. • Cybersecurity: in the transactions of the logistics chains, and in the protection of data and information. Cognitive Domain: • Knowledge base: the available knowledge provided by port community actors can be stored in the cyber space. • Knowledge management: facilitates the classification and management of social, structural and intellectual capital of each organization participating in the port community. • Intellectual capital: knowledge of the progress of both intellectual and social capital of the logistics community allows planning the training needs of different actors. 3.2 Diagnosis of Chilean ports. Critical factors The sample considered in this study is composed of 2 senior executives from each of the following organizations in three ports: Port Authority, Terminals, Maritime Governorate, Port Maritime Chamber, Ministerial Secretariat of Health, Agricultural and Livestock Service, Regional Customs Directorate, Transport Companies, Chamber of Commerce and Industry, and Port Services Manager. According to the opinion of these senior management experts interviewed in this work, who belong to private companies ranked as national and international state-of-the-art technology providers with representation in Chile, the following insights and opinions about technological development are obtained: • Technologies are in their beginning stage, there are few companies that implement them in their processes and business models. They represent few economic benefits and lack of regulation, certification and standards in their short-term implementation.
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• It is noted that little risk is assumed to innovate; so, known technologies for improving processes, safety and human capital are preferred instead. Cloud computing is the most used in the port, while drones and simulators are used by the transport logistics industry. • There is a lack of human capital with strategic knowledge and skills managing and executing projects with disruptive technologies. Exists some concern about the paradigm for it is believed that technological transformation will decrease the employment rate in the short term. • Logistics suppliers are required to take care of the environment; then, they should save energy and measure the carbon footprint. • There is a lack of information, knowledge and culture about Smart Ports and industry 4.0, the linked benefits that automation could provide. • It is necessary to incorporate the concept of disruptive technologies and promote their use through public policies, including the taxing aspect; in addition to updating the legislation, the regulation and incorporation of good practices are a must. Currently, the incorporation of the digital government and the massive use of Internet have been understood as modernization of the State. • Decision making lacks the right strategy, so little investment in automation, particularly in digital infrastructure, is observed. On the other hand, private enterprises and public components show a different perception concerning the progress of Industry 4.0. This is noticed because public sector port experts observe that: • By using databases of existing technologies, many data are obtained that need to be processed to convert them into usable information for port managers’ decision making. It is noted that human capital with greater capacity to analyse data is required. • It is necessary to incorporate strategies, have a greater knowledge of disruptive technologies and have a flexible and evolving legislation as changes occur. • It is necessary to incorporate the technology in a coordinated manner throughout the export and import logistics chains and not only in some links, in order to improve the quality of services, and be economically, energy and ecologically efficient. • There is a high resistance to change. Concerning the relationship between the port and the city, automation is perceived by social groups as a cause of labour unemployment since it is believed that jobs will be reduced. It is worth noting that there is scarce information regarding the negative externalities that could be generated in this aspect. 3.3 The Gap between Chilean ports and the Smart Port Model. Chilean mixed-governance ports present different levels of technological development. They are classified, and characterized according to: a) the type of cargo, which can be general or refrigerated, liquid or solid bulk; b) the Macro zone, its geographical location in the North, Centre and South Centre of the country; c) the main productive zone, since mining is in the North, financial services and companies are in the Centre and the agricultural and manufacturing industry is in the South Centre. As every individual port presents different social, economic and geographical characteristics, technological development and the city-port relationship turn to be different in each case. Hence, to determine the technological progress of these ports, they have been classified according to Figure 1, and the average assessment assigned by senior experts from the ports under study. Table 1 displays the classification of each domain in accord with the Likert scale, design based on the degree of compliance that each sub-domain has: 1 if it does not comply, 2 if it is low, 3 if it is medium, 4 if it is high, and 5 if it is very high.
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Table 1. Classification of port assets in hyperspace for a Smart Port. Domain
Sub-domain
Degree of compliance
Cyber
The cloud is used to manage data and information
3
IoT devices are in use
2
There is an strategy at present to deal with the block-chain concept on a long-term basis
1
There are social networks such as Facebook, Twitter, Instagram or Linkedyn
3
Exist logistics forum platforms that link the whole community
2
Little Budget to invest in IT
4
Some long-term digital and technological strategies are being developed
3
Aerial drones, environmental sensors and cyber security is under use.
4
The port makes use of Big Data, artificial vision, 3D scanners and autonomous robots
2
infrastructure investment projects based on real data can be simulated
4
Business Process Technologies
3
Executives have knowledge of Technology and Information Technology (IT)
3
There is a high knowledge of the concept of Smart port
2
Training plans to utilize some disruptive technologies are available
4
Social Technological
Cognitive
The results obtained after applying the interview to port executives as a methodological tool allowed classifying the three ports as belonging to Industry 3.0 (automation, information technologies and communications) with some of the features of Industry 4.0 such as IoT, clouds, social networks, big data, simulation and development of plans aimed at future disruptive technologies. This fact becomes apparent when observing Cyber and Technological domains in Table 1. According to the opinion of experts, those with a higher score at technologies 4.0 are the port of San Antonio and the Port Company of Iquique who own 64%. There is concern that more skilled workers are needed, who are able to use, in a long-term basis, work tools like sensors, mobile equipment, video analysis, RF, drones and 3D printing, cyber-security and technologies related to Energy Management and Efficiency. This is one of the first studies in Chile making a diagnosis to qualify the four domains in hyperspace and know the gaps of these ports in relation to a smart port. Medium-sized ports and operating companies are gradually introducing disruptive technologies at a stage of contagion in its adoption. These companies are more willing to invest. Also, it takes a great deal of effort from companies, universities and government to form the human capital needed to drive technological innovation projects. 4. Conclusions Based on the diagnosis and the results of this study, it is possible to conclude that Chilean ports are scoring at a medium degree of technological diffusion (industry 3.0) with some characteristics of the industry 4.0. In Chilean ports there is not yet a 4.0 industry culture, because most enterprises implement technology reactively and invest in accord with market demands. Digital transformation is being incorporated by the main ports and their associated companies, where data and information are handled but not yet transformed into explicit knowledge. Semi-automated ports, like San Antonio Port, are being designed and there are port communities that use digital and social management platforms that allow networking in the cyber space, such as logistic forum in the port of Valparaiso. Moreover, enabling technologies are being developed for improving the structural capital of the ports, incorporating
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technology in physical and information processes, such as the external terminal port and cargo traceability in Valparaíso, Arica, and San Antonio. It is detected that cloud technology is one of the most integrated technologies in Chilean ports. However, one of the biggest difficulties facing today is the lack of adequate digital infrastructure, especially in the provinces. Likewise, the need for greater cyber-security in the transactions of the logistics chains, in the protection of data and information is also perceived. In the cognitive domain it is necessary to identify accelerators of the evolution of human capital in the port community, with the help of public bodies, universities, educational community, companies and civil society. Also, it is highly important that professionals and technicians who participate in the port activities and who may become overwhelmed by technology, receive permanent training in order to overcome the asymmetries of the digital competencies that are perceived there. At government level, a regularization of technologies is necessary so that the actors become more flexible and adapt quickly to the technologies that are emerging. On the other hand, possible job losses can occur with technological changes, which can be overcome with flexible work, which is being proposed in parliament. Acknowledgements The Department of Industry at Universidad Tecnológica Metropolitana, the Faculty of Engineering at Universidad Finis Terrae and Department of Mathematics and Computer Science of the University of Santiago of Chile, supported this work. References [1] Maturana T, Córdova F. La gestión del conocimiento: aspectos y proyectos primarios asociados a su implementación. Proceeding SEPROSUL X 2010, Curitiba, Brasil. [2] Durán CA, Córdova FM. Synergy and Technology Gaps in Export Logistics Chains between a Chilean and a Spanish medium-sized Port. Procedia Computer Science 2015; 55: 632–641. [3] Parola F, Maugeri S. Origin and taxonomy of conflicts in seaports: Towards a research agenda. Research in Transportation Business & Management 2013; 8: 114–122. [4] Loukili A, Elhaq SL. A Model Integrating a Smart Approach to Support the National Port Strategy for a Horizon of 2030. In 2018 International Colloquium on Logistics and Supply Chain Management (LOGISTIQUA) 2018; 81-86. [5] Durán CA, Córdova FM. Conceptual model to identify technological synergic relationships of strategic level in a medium-sized Chilean port. Procedia Computer Science 2016; 91: 382–391. [6] Irannezhad E, Hickman M, Prato C. Modeling the efficiency of a port community system as an agent-based process. Procedia Computer Science 2017; 109: 917–922. [7] Yang Y, Zhong M, Yao H, Yu F, Fu X, Postolache O. Internet of Things for Smart Ports: Technologies and Challenges. IEEE Instrumentation & Measurement Magazine 2018; 21: 34-41. [8] Carlan V, Sys C, Vanelslander T. How port community systems can contribute to port competitiveness: Developing a cost–benefit framework. Research in Transportation Business & Management 2016; 19: 51-64. [9] Durán CA, Córdova FM, Palominos F. Method for improving critical strategic and operational success factors in a port system. Procedia computer science 2018; 139: 448-455. [10] Shuo C, Jian W, Ruoxi Z. The Analysis of the Necessity of Constructing the Huizhou" Smart Port" and Overall Framework. In 2016 International Conference on Intelligent Transportation, Big Data & Smart City (ICITBS) 2016; 159-162. [11] Ning H, Liu H. Cyber-physical-social-thinking space based science and technology framework for the internet of things. Science China Information Sciences 2015; 58: 1–19. [12] Pratama P, Nguyen T, Kim H, Kim D, Kim S. Positioning and obstacle avoidance of automatic guided vehicle in partially known environment. Inter. J. Control, Automation and Systems 2016; 14: 1572-1581. [13] Ning H, Liu H, Ma J, Yang LT, Huang R. Cybermatics: Cyber–physical–social–thinking hyperspace based science and technology. Future generation computer systems 2016; 56: 504-522. [14] Fernández P, Santana JM, Ortega S, Trujillo A, Suárez JP, Domínguez C, Santana J, Sánchez A. SmartPort: A Platform for Sensor Data Monitoring in a Seaport Based on FIWARE. Sensors 2016; 16: 417.
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[15] Jiang H, Shen F, Chen S, Li KC, Jeong YS. A secure and scalable storage system for aggregate data in IoT. Future Gener. Comput. Syst. 2015; 49: 133–141. [16] Rajabi A, Saryazdi AK, Belfkih A, Duvallet C. Towards Smart Port: An Application of AIS Data. IEEE International Conference on High Performance Computing and Communications (HPCC) 2018; 1414-1421. [17] Lee P, Lam J. Developing the fifth generation ports model. In Dynamic Shipping and Port Development in the Globalized Economy, Palgrave Macmillan, London; 2016, p. 186-210. [18] Ferretti M, Schiavone F. Internet of Things and business processes redesign in seaports: the case of Hamburg Bus. Process Manag. J. 2016; 22: 271-284.
ScienceDirect Procedia Computer Science 162 (2019) 94–101 Procedia Computer Science 00 (2019) 000–000 Procedia Computer Science 00 (2019) 000–000
www.elsevier.com/locate/procedia www.elsevier.com/locate/procedia
7th International Conference on Information Technology and Quantitative Management 7th International Conference on Information Technology and Quantitative Management (ITQM 2019)
(ITQM 2019)
A conceptual model for a cyber-social-technological-cognitive A conceptual model for a cyber-social-technological-cognitive smart medium-size port smart medium-size port a a
Claudia A. Durán a,a,*, Felisa M. Córdova bb, Fredi Palominos cc Claudia A. Durán *, Felisa M. Córdova , Fredi Palominos
Department of Industry, Universidad Tecnológica Metropolitana, Av. José Pedro Alessandri 1242,Santiago 7800002, Chile b Department of Industry, Universidad Tecnológica Av. de José Pedro 1509, Alessandri 1242,Santiago 7800002, Chile Faculty of Engineering, University FinisMetropolitana, Terrae, Av. Pedro Valdivia Santiago 7501015, Chile b c Faculty of of Engineering, FinisScience, Terrae, Av. Pedro de Santiago 7501015, Chile Departament MatematicsUniversity and Computer University of Valdivia Santiago1509, of Chile, Santiago, 9170124 Chile c Departament of Matematics and Computer Science, University of Santiago of Chile, Santiago, 9170124 Chile
Abstract Abstract The medium port currently investigated is incorporating the concept of smart port into decision-making and operational The medium currently is incorporating concept smartthose portworking into decision-making activities. To port determine the investigated critical factors that show the the existing gapsofwith with Industry and 4.0, operational a systemic activities. To determine the critical factors that show the existing gaps with those working with Industry 4.0, a systemic conceptual model for a smart medium-size port is designed for a hyperspace containing cyber-social-technologicalconceptual model for a smart medium-size is perceptions, designed forinformation a hyperspace cognitive domains (CSTC), where are related port ideas, and containing knowledge cyber-social-technologicalthat should have a highly cognitive domains (CSTC), management where are related ideas, perceptions, information knowledge that should have a experts highly automated port for efficient and optimization of logistics processes.and A sample of high-level executive automated for efficient management andtooptimization logistics processes. Alevels sample high-level experts from three port medium ports made it possible diagnose theof CSTC development of of Chilean portsexecutive in each of their from threedetecting medium gaps ports with maderespect it possible diagnose CSTC development of Chilean ports in each toof reach their domains, to a to smart port, the identifying opportunitieslevels and giving recommendations domains,4.0 detecting gaps with respect to a smart port, identifying opportunities and giving recommendations to reach Industry in the near future. Industry 4.0 in the near future. © 2020 The Authors. Published by Elsevier B.V. © 2019 The Authors. Published by Elsevier B.V. This is an open accessPublished article under the CC BY-NC-ND (http://creativecommons.org/licenses/by-nc-nd/4.0/) © 2019 The Authors. by Elsevier B.V. of the license Selection and/or under responsibility organizers ITQM 2019Conference on Information Technology and Peer-review underpeer-review responsibility of the scientific committee of the 7thofInternational Selection and/or peer-review under responsibility of the organizers of ITQM 2019 Quantitative Management (ITQM 2019) Keywords: smart medium port; cyber-social-technological-cognitive model; diagnosis; gaps Keywords: smart medium port; cyber-social-technological-cognitive model; diagnosis; gaps
1. Introduction 1. Introduction Based on the evolution pyramid for knowledge project models, Chilean public/private ports are part of a Based on the model, evolution pyramid for knowledge project Chilean public/private portsin are part of basic short-term a feature of immature networks [1]. models, Thus, there is a lack of investment projects thata basic short-term model, a featureand of immature [1]. Thus, there is a lack of investment promote disruptive technologies advanced networks digital transformation systems. Nowadays, it can in beprojects observedthat at promote disruptive technologies and advanced digital transformation Nowadays, it cantechnology be observedand at international level that the development of electronic ports implies systems. integrating information, international level that the(PCT) development of actors electronic ports integrating information, technologyusing and communication processes where the of the portimplies community are connected by processes, communication processesmanagement. (PCT) whereItthe of the that port ports community are connected by processes, using software that improves is actors also warned connected by their processes are being software that improves management. It is also warned that ports connected by their processes are being
* Corresponding author. Tel.: 56-227877092; fax: 56-227877092. * Corresponding author. Tel.: 56-227877092; fax: 56-227877092. E-mail address: [email protected] E-mail address: [email protected]
1877-0509 © 2020 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review under responsibility of the scientific committee of the 7th International Conference on Information Technology and Quantitative Management (ITQM 2019) 10.1016/j.procs.2019.11.263
Claudia A. Durán et al. / Procedia Computer Science 162 (2019) 94–101 Claudia A. Durán et al./ Procedia Computer Science 00 (2019) 000–000
developed with some degree of sensing and automation. Different systems to facilitate the information management generated with the port activities are considered. In this context, public services of the State that play a supervisory role are interconnected with other foreign trade countries through SICEX, which interoperates with the Maritime Single Window (MSW) and the Port Community System (PCS) that is used to manage and improve the efficiency and coordination of the actors that integrate the export and import logistics processes. Strategic declarations of a medium-sized port system proposed by the Port Authority, private companies operating terminals, private companies that make up logistics chains, public bodies, trade associations and trade unions have analyzed in previous work [2] verifying that there is greater strategic synergy in the economic aspect and, to a lesser extent, in the technological field [3-4-5]. A traditional port may be described as one which operating activities are based on its workers and that it is limited by efficiency [6-7], in particular, by loss of time and logistics costs [8-9]. A port can also be conceptualized as an integrated logistics information center of urban transport and foreign trade [10]. To be qualified as a smart port, goods and information flows among port actors should be upgraded, in a systemic way at cyber-physical-social-cognitive thinking hyperspace level (CPST) [11-12-13], adapting its long-term strategies to its macro political, economic, environmental, social, technological environment in real time, necessarily incorporating automation with synchro-modality, and using digital platforms to visualize information and control events in real time [14]. It is in this context that the present paper proposes a Conceptual Model for a Cyber-Physical-Social-Cognitive Smart Medium-Size Port, the context of Industry 4.0. 2. Conceptual Model for a Smart Medium-Size Port 2.1. International and local contexts Being ports automated and sensorized, artificial intelligence tools, applications and networks could be easily incorporated, as well as semantic sensors, RFID radio frequency, differential GPS system, Internet of Things (IoT), data management for Big Data, among others [7-13-15-16]. These ports correspond to fifth generation ports and they are focused on the client and the community, but research and development of technologies on the clusters that contribute to sustainable development [17], to governance models, to business processes [18] and human capital are required. Ports of Rotterdam, Hamburg and Singapore are cases of smart ports. They are highly automated and use technology 4.0 to efficiently manage and improve logistics processes, in addition to making intelligent decisions with a large amount of data in real time to identify existing opportunities and risks [16-18]. The Chilean ports that have been analyzed present a mixed governance model (public and private) [9], so they are publicly owned and granted under concession to private companies, playing an administrative role over land and maritime operations. The ports governed by the law ports, and aspects related to technological and employability developments are regulated, controlled and promoted by different components dependent on the State of Chile: Transport and Telecommunications Ministry (TTM), where public policies on transport and port telecommunications are proposed; Labor and Social Welfare Ministry, which promotes public labour policies; the Ministry of Public Works (MPW), in charge of public infrastructure; the Production Development Corporation, which supports technological innovation and strengthens human capital; The National Training and Employment Service, concerned with the development of policies and programs that improve employability by increasing training and improving work skills; the National Commission for Scientific and Technological Research (CONICYT), which promotes the development of scientific and technological research projects; CHILEVALORA, which is responsible for certifying labor competencies of workers.
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3. A Conceptual Model for a Cyber-Social-Technological-Cognitive Smart Medium-Size Port (CSTC) 3.1 Conceptual model proposal. Associated technologies The conceptual Model proposed for Smart Ports visualizes a systemic approach at hyperspace level, in a Cyber-Social-Technological-Cognitive (CSTC) environment, where ideas, perceptions, information and knowledge that come from the interactions produced by members of the port community, logistics chains and from those interconnections produced in the cyberspace, are put into action. Figure 1 shows the Conceptual Model proposed for the Smart Port.
Internet of computers, IoT
Digital networks
Knowledge Management
Databases e-clowd
SW Platforms Social networks
Cyber domain
Social capital Knowledge Base Cognitive domain
Social domain
Intellectual capital
Community Platform Legal, cultural, structural, environmental aspects
Technological domain
Process technologies, IoT, robotics, others
Networks technologies
Artificial intelligence
Cybersecurity
Fig.1 Conceptual Model of a Smart Port.
This model integrates a set of technologies that can be used in the creation of a smart port, which are presented below. The four cyber, social, technological and cognitive domains relate to data flows, information and knowledge. Cyber Domain: • Internet of computers, computer networks, hyperspace: these digital platforms allow the integration, interconnection and interaction of computers and networks. Hyperspace is defined in the interconnection of multiple spaces. • E-crowd cloud, as storage media and facilitator of interconnections among actors. • Databases and information management software, relevant and focused on the key processes of the port operation. Social Domain: • Platforms of social management networks: are mainly used by citizens of the city or commune near the port, who wish to express their opinion or interact with the port. • Port community platform: the set of import and export companies that participate in the port logistics chains, public and private institutions providing public service and supporting port activities, develop logistics
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forums and crowd applications to share ideas, procedures, protocols, knowledge and regulations, among other things. • Social Factors: they involve aspects of organizational structure, companies’ goals and objectives, regulations and standards, community values, organizational culture and socialization of services, among other things. Technological Domain in physical and business processes: • Network technologies: such as LAN, WAN, WLAN that enable efficient communication and networking in the cyber space for companies and institutions linked to the port. • Automation of physical processes: allows real time control of events of operational level activities. • Business processes technologies: they involve tactical-level business processes and strategic processes. • Internet of things (IoT): a physical object can be perceived and sensorized in the port, to be mapped later on in the cyber space by multiple technologies such as wireless sensors working at real time, physical data sensors, environmental sensors, tidal sensors, equipment and mobile device sensors. • Positioning technologies: passive tags, RFID systems and GPS are technologies that ensure traceability of products from their incorporation to the logistics chain until shipment and vice-versa. They also ensure the traceability of the transportation media used. • Robotics and teleoperation: they allow acting on fixed, mobile and crane equipment in the port, optimizing and making the operation of automated systems more flexible. • Drones: these unmanned aerial vehicles allow a close monitoring of any movements made in the port and its surroundings. • Artificial intelligence (AI): when the port community members display their capabilities, skills, expectations and knowledge, AI generates algorithms and heuristics that are mapped in the cyber space as models, methods, techniques, tools and practices. They emanate as a whole, though coming from each member of the port community. In this way, community learning is shared in the port ecosystem. • Cybersecurity: in the transactions of the logistics chains, and in the protection of data and information. Cognitive Domain: • Knowledge base: the available knowledge provided by port community actors can be stored in the cyber space. • Knowledge management: facilitates the classification and management of social, structural and intellectual capital of each organization participating in the port community. • Intellectual capital: knowledge of the progress of both intellectual and social capital of the logistics community allows planning the training needs of different actors. 3.2 Diagnosis of Chilean ports. Critical factors The sample considered in this study is composed of 2 senior executives from each of the following organizations in three ports: Port Authority, Terminals, Maritime Governorate, Port Maritime Chamber, Ministerial Secretariat of Health, Agricultural and Livestock Service, Regional Customs Directorate, Transport Companies, Chamber of Commerce and Industry, and Port Services Manager. According to the opinion of these senior management experts interviewed in this work, who belong to private companies ranked as national and international state-of-the-art technology providers with representation in Chile, the following insights and opinions about technological development are obtained: • Technologies are in their beginning stage, there are few companies that implement them in their processes and business models. They represent few economic benefits and lack of regulation, certification and standards in their short-term implementation.
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• It is noted that little risk is assumed to innovate; so, known technologies for improving processes, safety and human capital are preferred instead. Cloud computing is the most used in the port, while drones and simulators are used by the transport logistics industry. • There is a lack of human capital with strategic knowledge and skills managing and executing projects with disruptive technologies. Exists some concern about the paradigm for it is believed that technological transformation will decrease the employment rate in the short term. • Logistics suppliers are required to take care of the environment; then, they should save energy and measure the carbon footprint. • There is a lack of information, knowledge and culture about Smart Ports and industry 4.0, the linked benefits that automation could provide. • It is necessary to incorporate the concept of disruptive technologies and promote their use through public policies, including the taxing aspect; in addition to updating the legislation, the regulation and incorporation of good practices are a must. Currently, the incorporation of the digital government and the massive use of Internet have been understood as modernization of the State. • Decision making lacks the right strategy, so little investment in automation, particularly in digital infrastructure, is observed. On the other hand, private enterprises and public components show a different perception concerning the progress of Industry 4.0. This is noticed because public sector port experts observe that: • By using databases of existing technologies, many data are obtained that need to be processed to convert them into usable information for port managers’ decision making. It is noted that human capital with greater capacity to analyse data is required. • It is necessary to incorporate strategies, have a greater knowledge of disruptive technologies and have a flexible and evolving legislation as changes occur. • It is necessary to incorporate the technology in a coordinated manner throughout the export and import logistics chains and not only in some links, in order to improve the quality of services, and be economically, energy and ecologically efficient. • There is a high resistance to change. Concerning the relationship between the port and the city, automation is perceived by social groups as a cause of labour unemployment since it is believed that jobs will be reduced. It is worth noting that there is scarce information regarding the negative externalities that could be generated in this aspect. 3.3 The Gap between Chilean ports and the Smart Port Model. Chilean mixed-governance ports present different levels of technological development. They are classified, and characterized according to: a) the type of cargo, which can be general or refrigerated, liquid or solid bulk; b) the Macro zone, its geographical location in the North, Centre and South Centre of the country; c) the main productive zone, since mining is in the North, financial services and companies are in the Centre and the agricultural and manufacturing industry is in the South Centre. As every individual port presents different social, economic and geographical characteristics, technological development and the city-port relationship turn to be different in each case. Hence, to determine the technological progress of these ports, they have been classified according to Figure 1, and the average assessment assigned by senior experts from the ports under study. Table 1 displays the classification of each domain in accord with the Likert scale, design based on the degree of compliance that each sub-domain has: 1 if it does not comply, 2 if it is low, 3 if it is medium, 4 if it is high, and 5 if it is very high.
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Table 1. Classification of port assets in hyperspace for a Smart Port. Domain
Sub-domain
Degree of compliance
Cyber
The cloud is used to manage data and information
3
IoT devices are in use
2
There is an strategy at present to deal with the block-chain concept on a long-term basis
1
There are social networks such as Facebook, Twitter, Instagram or Linkedyn
3
Exist logistics forum platforms that link the whole community
2
Little Budget to invest in IT
4
Some long-term digital and technological strategies are being developed
3
Aerial drones, environmental sensors and cyber security is under use.
4
The port makes use of Big Data, artificial vision, 3D scanners and autonomous robots
2
infrastructure investment projects based on real data can be simulated
4
Business Process Technologies
3
Executives have knowledge of Technology and Information Technology (IT)
3
There is a high knowledge of the concept of Smart port
2
Training plans to utilize some disruptive technologies are available
4
Social Technological
Cognitive
The results obtained after applying the interview to port executives as a methodological tool allowed classifying the three ports as belonging to Industry 3.0 (automation, information technologies and communications) with some of the features of Industry 4.0 such as IoT, clouds, social networks, big data, simulation and development of plans aimed at future disruptive technologies. This fact becomes apparent when observing Cyber and Technological domains in Table 1. According to the opinion of experts, those with a higher score at technologies 4.0 are the port of San Antonio and the Port Company of Iquique who own 64%. There is concern that more skilled workers are needed, who are able to use, in a long-term basis, work tools like sensors, mobile equipment, video analysis, RF, drones and 3D printing, cyber-security and technologies related to Energy Management and Efficiency. This is one of the first studies in Chile making a diagnosis to qualify the four domains in hyperspace and know the gaps of these ports in relation to a smart port. Medium-sized ports and operating companies are gradually introducing disruptive technologies at a stage of contagion in its adoption. These companies are more willing to invest. Also, it takes a great deal of effort from companies, universities and government to form the human capital needed to drive technological innovation projects. 4. Conclusions Based on the diagnosis and the results of this study, it is possible to conclude that Chilean ports are scoring at a medium degree of technological diffusion (industry 3.0) with some characteristics of the industry 4.0. In Chilean ports there is not yet a 4.0 industry culture, because most enterprises implement technology reactively and invest in accord with market demands. Digital transformation is being incorporated by the main ports and their associated companies, where data and information are handled but not yet transformed into explicit knowledge. Semi-automated ports, like San Antonio Port, are being designed and there are port communities that use digital and social management platforms that allow networking in the cyber space, such as logistic forum in the port of Valparaiso. Moreover, enabling technologies are being developed for improving the structural capital of the ports, incorporating
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technology in physical and information processes, such as the external terminal port and cargo traceability in Valparaíso, Arica, and San Antonio. It is detected that cloud technology is one of the most integrated technologies in Chilean ports. However, one of the biggest difficulties facing today is the lack of adequate digital infrastructure, especially in the provinces. Likewise, the need for greater cyber-security in the transactions of the logistics chains, in the protection of data and information is also perceived. In the cognitive domain it is necessary to identify accelerators of the evolution of human capital in the port community, with the help of public bodies, universities, educational community, companies and civil society. Also, it is highly important that professionals and technicians who participate in the port activities and who may become overwhelmed by technology, receive permanent training in order to overcome the asymmetries of the digital competencies that are perceived there. At government level, a regularization of technologies is necessary so that the actors become more flexible and adapt quickly to the technologies that are emerging. On the other hand, possible job losses can occur with technological changes, which can be overcome with flexible work, which is being proposed in parliament. Acknowledgements The Department of Industry at Universidad Tecnológica Metropolitana, the Faculty of Engineering at Universidad Finis Terrae and Department of Mathematics and Computer Science of the University of Santiago of Chile, supported this work. References [1] Maturana T, Córdova F. La gestión del conocimiento: aspectos y proyectos primarios asociados a su implementación. Proceeding SEPROSUL X 2010, Curitiba, Brasil. [2] Durán CA, Córdova FM. Synergy and Technology Gaps in Export Logistics Chains between a Chilean and a Spanish medium-sized Port. Procedia Computer Science 2015; 55: 632–641. [3] Parola F, Maugeri S. Origin and taxonomy of conflicts in seaports: Towards a research agenda. Research in Transportation Business & Management 2013; 8: 114–122. [4] Loukili A, Elhaq SL. A Model Integrating a Smart Approach to Support the National Port Strategy for a Horizon of 2030. In 2018 International Colloquium on Logistics and Supply Chain Management (LOGISTIQUA) 2018; 81-86. [5] Durán CA, Córdova FM. Conceptual model to identify technological synergic relationships of strategic level in a medium-sized Chilean port. Procedia Computer Science 2016; 91: 382–391. [6] Irannezhad E, Hickman M, Prato C. Modeling the efficiency of a port community system as an agent-based process. Procedia Computer Science 2017; 109: 917–922. [7] Yang Y, Zhong M, Yao H, Yu F, Fu X, Postolache O. Internet of Things for Smart Ports: Technologies and Challenges. IEEE Instrumentation & Measurement Magazine 2018; 21: 34-41. [8] Carlan V, Sys C, Vanelslander T. How port community systems can contribute to port competitiveness: Developing a cost–benefit framework. Research in Transportation Business & Management 2016; 19: 51-64. [9] Durán CA, Córdova FM, Palominos F. Method for improving critical strategic and operational success factors in a port system. Procedia computer science 2018; 139: 448-455. [10] Shuo C, Jian W, Ruoxi Z. The Analysis of the Necessity of Constructing the Huizhou" Smart Port" and Overall Framework. In 2016 International Conference on Intelligent Transportation, Big Data & Smart City (ICITBS) 2016; 159-162. [11] Ning H, Liu H. Cyber-physical-social-thinking space based science and technology framework for the internet of things. Science China Information Sciences 2015; 58: 1–19. [12] Pratama P, Nguyen T, Kim H, Kim D, Kim S. Positioning and obstacle avoidance of automatic guided vehicle in partially known environment. Inter. J. Control, Automation and Systems 2016; 14: 1572-1581. [13] Ning H, Liu H, Ma J, Yang LT, Huang R. Cybermatics: Cyber–physical–social–thinking hyperspace based science and technology. Future generation computer systems 2016; 56: 504-522. [14] Fernández P, Santana JM, Ortega S, Trujillo A, Suárez JP, Domínguez C, Santana J, Sánchez A. SmartPort: A Platform for Sensor Data Monitoring in a Seaport Based on FIWARE. Sensors 2016; 16: 417.
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