CyberLogitec

Innovation for the new normal
Leading the industry with our portfolio of solutions
and capabilities for the ocean and logistics supply chain.
Effective digital transformation for your business
CyberLogitec optimizes customer experience to create
digital transformation successfully.
ESG management toward the sustainable future
CyberLogitec is accelerating change
and driving progress toward a sustainable future with
eco-friendly energy and future technology business.
More than integrity
We challenge cutting-edge logistics for customers
technologies based on big data.

About CyberLogitec

CyberLogitec provides digital transformations to the global logistics industry, based on innovative technologies. CyberLogitec globally leads the logistics industry, including shipping and port industries, by solving the global supply chain’s operational challenges and improving visibility through innovative technologies, enabling us to respond quickly to rapidly changing market demands. We provide consulting services and flexibly scalable solutions that span all industries.

  • 22+ Years
  • 700+ Employees
  • 15+ Shipping Companies
  • 36+ Terminals
  • 140+ Logistics Companies
  • 30+ Countries

SOLUTION INFORMATION

CyberLogitec, for more than 20 years as the partner of many shipping companies, terminals, and logistics stakeholders, we provide the platform for optimizing business activities, applying the latest processes, and integrating them. We are constantly working to develop the tools that enhance business automation, communication, and collaboration to increase our clients' work efficiency, strengthen competitiveness, improving productivity and service quality.

ALLEGRO

Container Shipping Liner Solution

ALLEGRO is the solution for integrated shipping operations that supports digital transformation, including adopting the latest operation, system and process in line with the increasing competitiveness of service and dynamically changing global environment for shipping liners.
OPUS CONTAINER

Container Liner Operation Solution

OPUS Container is a maritime container solution that offers efficient management by integrating the entire business in container operations. From shipment booking to its safe arrival at the customer’s destination, it can perform systematic process management through centralized control, which meets global standard work methods and processes.
CARA

Carriers Collaboration Solution

CARA is an integration platform to help enhance communication and cooperation between shipping carriers. None of the shipping carriers supply tonnage and use space autonomously. Every shipping carrier maintains a joint operation and alliance collaboration structure in slot selling/purchase and slot swap by collaboration with other shipping carriers.
OPUS Bulk

Bulk Shipping Solution

OPUS Bulk is a bulk business solution to support small and medium-sized bulk shipping companies’ strategic management and analyze their business results. Bulk shipping companies need to maximize operation efficiency by efficient process management and analysis of shipping data through digital transformation to cope with variability and uncertainty in the bulk business market.
OPUS Stowage

Stowage Planning Solution

OPUS Stowage is a vessel stowage planning solution that aims to provide optimized loading/unloading plan for container shipping companies’ efficient container transportation. It provides stowage data management, including the request for loading work connected to the terminal.
OPUS DGL

Dangerous Goods Management Solution

Managing dangerous goods to prevent possible critical events has been a significant concern in the maritime industry. Safer and systematic management of dangerous goods has been recognized as a primary concern with the increase in shipping transportation and dangerous goods.
OPUS Terminal

Container Terminal Operation and Decision Support System

OPUS Terminal is a terminal solution that enables the container terminal’s operations including loading and unloading, classification and storage, and flexible responses in newly required terminal works. With constant growth in shipping transportation volume, shipping carriers have responded to increased volume by reinforcing alliances and the enlargement of the vessel.
OPUS Terminal M

Multipurpose Terminal Operation System

OPUS Terminal M is an advanced terminal operating system for multipurpose terminals. (Container, General Cargo, RORO, etc.) OPUS Terminal M is an applicable terminal system for the container, RORO and Bulk, and it is a terminal operation solution applicable for Multipurpose terminals that process the various types of cargo in a single system.
OPUS DIGIPORT (EAGLE EYE)

Digital Twin and Data Analysis Platform

The recent trend of terminal operations is targeted interworking operation between various terminal equipment such as Terminal Operation System(TOS), Gate, External Trucks, Yard Trucks, Yard Cranes, and Quay Cranes for its efficient operation and safety. OPUS Digiport provides 2D & 3D virtual terminal systems based on IoT platform.
TABS

Total Advanced Billing System

TABS is a billing automation solution that offers automated billing tasks for terminals and a 24/7 online service. Terminals throughout the world are making progress from semi-automated to fully-automated operations. Yet the billing work, which calculates the fees, remains complicated to be automated.
OPUS D&D

Demurrage & Detention Management Solution (SaaS)

OPUS D&D is a solution to automatically calculate demurrage and detention costs based on information about holidays (shipping companies and nations) and tariffs. Over the last few years, demurrage and detention cost reduction has become a significant task for shipping operators due to the decrease in free time and increases in demurrage and detention rates.
SMARTLINK

Data Integration Platform

SmartLink is an iPaaS platform connecting logistics between companies utilizing data and technology. SmartLink started with EDI service in global shipping liners, then SmartLink offers advanced custom declaration in the US per forwarders’ request. Additionally, it extended the various services such as Custom Filling Service, Connection Service between shipping liners and shippers, and Logistics EDI Service.
OPUS Logistics

Freight Forwarding & Warehousing Solution

OPUS Logistics is a web-based single platform that supports cargo/freight transportation, warehouse management, and global connectivity for Freight Forwarding, NVOCC, and 3PL companies.

Services

ODC

Offshore Development Service

ODC Service is the service that executes and supports SW development, maintenance, and operation for customers across diverse industries by utilizing the competitive IT manpower in Vietnam. With the universalization of AI, IoT, Metaverse, and the rapid increase of online services, the demand for manpower in SW development is continuously increasing.
SHINE

Positive Outcomes for Logistics Operations

Although many areas have been automated and datafication according to changes in industry, various types of handwritten documents, or documents not unified in the industrial process, still occupy a large portion. SHINE is a solution that offers quick and accurate datafication and its management of the various types of documents created during the initial order and production, procurement and distribution, and customer purchase and service offered in all industrial fields.
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Insight & News

Article

Terminal Design and Operation: A Simulation-Based Strategy to Enhance Continuity
The use of simulation in terminal design and operation is becoming increasingly important. Installing terminal infrastructure is costly, and the layout of the terminal determines its capacity and the equipment that can be used. Simulation is also used to identify potential problems that may arise during operation, allowing for the development of countermeasures in advance. As a result, simulation is a crucial tool in the design and operation stages of a terminal, ensuring efficiency and credibility of the system.■ Types of Simulation Utilized in the TerminalThere are three types of simulation utilized in the terminal, namely design stage simulation, operation simulation, and test-purpose simulation used equipment emulator.  Design Stage Simulation Design stage simulation is utilized for both greenfield and brownfield terminals to determine the optimal design for various layouts and equipment compositions. This simulation focuses on verifying estimated terminal volume information, including transshipment, targeted terminal volume space occupancy, and equipment occupancy based on the estimated monthly ship on depot volume and vessel volume. The simulation outcome helps to ensure that the physical terminal design meets the business goal. Operation Simulation Operation simulation is conducted to assess the operation performance of the terminal. It evaluates productivity while considering the variables that may arise during the operation and aims to predict and improve potential problems and bottlenecks in advance. This simulation includes productivity verification support and optimizes productivity by considering workflow in the terminal, equipment utilization rate, working time, and other factors. Test-Purpose Simulation Utilized Equipment Emulator in an automated terminal, the emulator-utilized simulation is carried out under the condition that the equipment, yard layout, and operation system have already been confirmed. It is utilized to verify the stability of automated equipment and terminal operation system and its performance through various operation scenario tests in a virtual environment. ■  Environmental changeSimulations have mainly been carried out in the greenfield during the design and operation stages. However, due to recent demand, verifying full automation by applying autonomous vehicles in non-fully automated and semi-automated terminals is necessary. Additionally, it requires converting to automation by remodeling using manual equipment and verifying stable operation during terminal integration and expansion. The terminal must be flexible in responding to volume increases by introducing automated equipment, which is why the verification of new equipment introduction is being done in operating terminals. As the various requirements grow, the demand for operation simulation is increasing. An automated Equipment Control System (ECS) must be selected in the automated terminal, along with the equipment. The simulation's complexity rises to meet the synergy with the appropriate equipment control system and operation system. The diagram below shows the Equipment-Controller-Operation System in Korea’s 1st fully automated terminal.     The automated terminal’s selected equipment type and operation strategy affect the yard layout structure. Depending on the provided ECS from the vendor, the Auto Guided Vehicle (AGV) also differs in driving lane strategy in the yard layout and Transponder's physical location. An integrated simulation for the design and operation stage is necessary. The integrated simulation can dynamically respond to changing conditions and provide simulation results for the circumstances of currently operating terminals. It may need to adapt and modify the system to comply with changing operational requirements. ■ Continuous Simulation in the design and operation stage Continuous simulation is an important tool used during both the design and operation stages. However, traditional simulations have limitations as they can only be used once, which makes it difficult to reflect the persistent changes that happen during actual operations. There are now more options for terminal operations, which can make it increasingly complex to choose the best one. For instance, when it comes to automatic transfer equipment like AGV, there are various options available such as Lift AGV, IGV with changed Transponder reclamation method, and AMR with autonomous driving function. The total gross productivity and TGS of the yard crane depends on whether the Cantilever uses equipment on both sides or one side only. With more options to choose from, the interaction and dependency also increase, making it even more important to find the optimal decision through simulation. By estimating the impact of each option, the simulation can help establish an effective strategy. It is necessary to evaluate and improve the stability and efficiency of the process, considering the increased interaction and dependency. Simulation can be applied at any stage, from the design phase to after the go-live stage. The Simulation, which can be applied before the design stage, even after the go-live stage, is needed. - Terminal layout, Equipment types, Simulation, which is configurable equipment quantity- Possible to apply the actual operating volume and operation patterns- Need future predictions about the current operation condition- The Simulation includes an equipment emulator- Likely to use a gate Import/Export volume pattern- Possible to process at least 200 times speed simulation (1month operation base, the simulation result for 720 hours non-stop operation simulation needs to be extracted within 4 hours max)- Draw the results that could confirm bottlenecks- Includes standard API for the equipment emulator – Compliance of TIC(Terminal Industry Committee) 4.0 equipment layer (level 1) data standardization The result below is for applying a hybrid layout to terminals in the construction stage, adjusting the transshipment ratio, and the scenario created in which the type of equipment used and the number of equipment are changed.-      Apply yard layout “Vertical Layout / End Loading” and “Horizontal Layout / Side Loading”-      Modify transshipment ratio (T/S ratio)-      Change the equipment type and quantityScenario definition for the simulation               Comparison Scenario Quay Mover Yard T/S STS Q’ty BackReach Lane Q’ty Mover Type Mover Q’ty Block Q’ty YC Q’ty End Loading Block T/S Rate AGV Operation 1a 8 4 AGV 36 16 32 50% 50% 1b 8           50% 50% 1c 8           50% 50% 1d 8           50% 50% Lift-AGV Operation 2a 8           50% 50% 2b 8 The data has been treated as confidential. Please contact CyberLogitec for more information.   50% 50% 2c 8 50% 50% 2d 8 50% 50% End Load Ratio 3a 8           100% 50% T/S Ratio 4a 8           50% 70% 4b 8           50% 60% 4c 8           50% 40% 4d 8           50% 30% Block Q’ty 5a 8           50% 50% B/R Qty 6a 8           50% 50% Please find below a breakdown of the analysis results from 15 different operation scenarios regarding average gang productivity, peak time productivity decline ratio, and operation time increase ratio compared to total gross operating time. The impact of peak time productivity decline is more critical for terminal operations than the off-peak period productivity decline of yard capacity and equipment.• Gang Productivity = Total Container Moves (VAN) / Gross Gang Operation Time (Total gross working time from all of applied STS)• GI (Gang Intensity) = Gross Gang Operation time / Gross working time (The operation time of STS which has the longest working time)The average GI is 2.43 in scenario “1c” Derive Peak time Productivity of the vessel experiencing bottlenecks based on GI value• High GI Productivity (Peak time Productivity) = Gang Productivity of the vessel which has more than GI value 3.0When Peak time productivity decreases by more than 10%Ÿ   100% end loading only operation (Scenario 3a) experienced the most decline in Peak time productivity (15.65%) Ÿ   When quantity of assigned mover is less (Scenario 1a – AGV x 36, Scenario 2a – LAGV x 32) Ÿ   When transshipment ratio is below 50% (Scenario 4c – T/S 40%, Scenario 4d – T/S 30%) Scenario-wise AGV Productivity and Waiting time  Comparison Scenario Agv total waiting time (m:s) Agv Productivity Agv waiting rate Agv total traveling distance (m) Agv un-laden Rate AGV Q'ty 1a 8:55 4.9 67.5% 916 49.5% 1b           1c           1d           LAGV Q'ty 2a           2b The data has been treated as confidential. Please contact CyberLogitec for more information.  2c 2d End Loading 3a           T/S Ratio 4a           4b           4c           4d           Block Q'ty 5a           B/R Q'ty 6a           Productivity comparison by AGV quantity Category KPI AGV 36 (1a) 40 (1b) 44 (1c) 48 (1d) Productivity Gross Gang Productivity 31.84       (High GI) Gross Gang Productivity 28.28       (High GI) Productivity decline ratio 11.19%       STS Average Gang Intensity 2.45 The data has been treated as confidential. Please contact CyberLogitec for more information.  Average Gang Operation time (h:m) 10:42 (High GI) Average Gang Operation Time 19:29 STS utilization rate 42.7%       YC YC Productivity     22.15   Average Moving Bay (bay)     7.15   YC utilization rate     38.6%   Mover Mover Productivity     4.60   Mover utilization rate     42.3%   (Discharge) STS waiting time     5:24   (Discharge) YC waiting time     2:52   (Loading) STS waiting time       6:14 (Loading) YC waiting time       5:23 Average mileage       944 Average empty mover rate       48.4% Yard Average Yard occupancy rate       52.9% Gate Average OTR Turn Time       10:41  Integrated operation simulation is a type of simulation that is useful throughout the whole process of a project, from its initial design stage to its post-go-live operation stage. This simulation allows you to test various scenarios, with free configuration options for terminal layout, equipment type, and quantity. By processing the simulation and applying the operation strategy provided as an outcome from the previous simulation, you can contribute to continuous operation improvement. CyberLogitec offers a simulation solution that supports all stages of terminal yard design, equipment selection, and operation optimization. OPUS Solutions can help improve productivity and system integration through simulation before the terminal's opening and continuous simulation tailored to the changing operating environment.Author: Lucy (Kyoung-Suk) Lee, Terminal Business Consultant, CyberLogitecThe article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and CyberLogitec.Copyright,2024, All rights reserved
2024. 02. 01

Press Release

CyberLogitec announced the implementation of OPUS D&D (Demurrage & Detention) in Yusen Logistics
Nov 6, 2023 - CyberLogitec, the leading provider of maritime, port/terminal, and logistics operations technologies and a subsidiary of EUSU Holdings, announced in Nov 2023 that SaaS-based OPUS D&D (Demurrage & Detention) had been implemented in Yusen Logistics.   Yusen Logistics launched OPUS D&D service mainly in UK regions in April 2022, expanding the service to 19 countries, including the US, Europe, and China. Also, the expansion plan for the Southeast Asia region is scheduled. OPUS D&D has been introduced as per the needs of the independent system, which is capable of monitoring the Last Free Date before Free Time expiration and cost management in container DEM/DET.   OPUS D&D provides the management in container DEM/DET (Demurrage/Detention) for 3PL company. Most 3PL companies need help with cost management since DEM/DET cost is manually calculated. Systemic management in DEM/DET is complex because DEM/DET is calculated based on the information of complex charging structure in each shipping liner and region-wise and holiday. Moreover, it requires separate management for exceptions as, in many cases, free time is calculated by applying its freight contract condition for each shipping liner and shipper.   In collaboration with Yusen Logistics, one of the Top 20 3PL companies in the world, CyberLogitec developed and released OPUS D&D capable of interfacing with the 3PL Logistics system utilizing its own DEM/DET function, which is developed based on over 20 years of maritime business knowledge for container shipping. OPUS D&D provides container-wise Free time monitoring that interfaces with customers’ legacy operation system, advance confirmation of charge effective date, and calculation and verification of DEM/DET cost.    “OPUS D&D is a stable, scalable, and efficient independent cloud-based solution that offers an easy interface to the legacy system. DEM/DET cost, as per port pileup and disruption in the logistics network, DEM/DET cost has been a major issue for shipping liners and 3PL companies. We expect that many logistics companies, including Yusen Logistics’ successful implementation of OPUS D&D, could meet the operating cost reduction and efficient DEM/DET management by OPUS D&D.”, said Sung Jun Kim, Vice President of CyberLogitec.    
2023. 11. 07

Press Release

CyberLogitec begin offering data integration service by SmartLink
 Oct 23, Seoul - CyberLogitec, the leading provider of maritime, port/terminal, and logistics operations technologies and a subsidiary of EUSU Holdings, announced that they have commenced offering Data Integration service through SmartLink, in line with the current industry trend of transitioning towards online trade transactions through blockchain-based electronic bill of lading processes.   CyberLogitec has noted that when organizations undertake automation initiatives, they often face challenges in defining the scope or are concerned about the costs. In response to the issues, CyberLogitec is offering data integration services to assist the companies.   By the utilization of SmartLink’s data integration service, Customers could connect not only EDI but also API with various authentication methods such as Oauth 2.0, Bearer Token, etc., and enhanced efficiency and cost reduction could be achieved with the adoption of document & system automation through electronic process integration. To utilize the Bills of Landing platform(eBL) service in Global Shipping Business Network (GSBN), CyberPort, API connection is indispensable due to low readability in EDI, which was in use previously. On the other hand, fast and easy data integration with logistics partners, such as online platforms, customs declaration, warehouses, etc. would be achievable with SmartLink service presented by CyberLogitec. Although these online platforms have complicated processes, such as blockchain security authentication, many shipping liners and logistics companies overseas have already completed their adoption.   Data integration helps manage all aspects of the logistics business, like signing up for online platforms, handling shipments, dealing with electronic data, filling out customs paperwork, and tracking cargo. It's known for real-time work processing through data connections with partners and customers. They also provide vessel ETA prediction by utilizing real-time connections between AIS data and shipping liner data to assist logistics stakeholders in getting the estimated arrival date of their shipments.   Integrating various systems from shipping liner/customs/warehouse/customer’s ERP in accordance with maritime and logistics processes is complicated, while the biggest advantage of SmartLink is that it can interface data from multiple systems in one place. Considering the fact that general IT services frequently cause problems in maritime, logistics processes due to their complicated and difficult-to-understand nature, problem-free processing could be achieved with CyberLogitec, which has in-depth experience in various projects. In addition, 24/7 helpdesk is available anytime and anywhere.   CyberLogitec recently announced that a free trial of SmartLink’s data integration service is possible, and the various payment options, such as the processing document-wise and monthly payments, would also be possible as well. Customers may request the inquiry regarding SmartLink’s data integration service to CyberLogitec’s website (www.cyberlogitec.com).       About CyberLogitec CyberLogitec empowers the global supply chain with innovative technologies that address operational challenges, improve visibility, and meet industry demands. As a worldwide leader in the maritime, port, and logistics industry, our flexible, end-to-end solutions and consulting services help the industry adapt quickly to the market's evolving needs. 
2023. 10. 27

Press Release

Tecon Santos goes live with CyberLogitec's OPUS Terminal
Tecon Santos, the largest and one of the most efficient container terminals in South America, managed by Santos Brasil at the Port of Santos, began operations with the OPUS – TOS (Terminal Operating System) software from CyberLogitec, a specialized South Korean company in technological operational solutions for logistics terminals. With this, it takes a leap forward in the modernization and unification of container operations, ensuring an improvement in the Company's service level, planning and productivity.Chosen for its ease of integration with new technologies, the new TOS enables the terminal to operate equipment with cutting-edge technologies, which includes the use of OCRs (optical character recognition), remotely controlled equipment, digital simulations Twin and artificial intelligence. Furthermore, it consolidates the operation with real-time data, guaranteeing accurate information to the Company's Operational Control Center."It is a tool that allows for more modern management of the entire operation, integrating digital technologies, machines and people. We have greater agility and precision in day-to-day decision-making, reducing waste and increasing the efficiency of the terminal", says Ricardo Miranda , Director of Technology at Santos Brasil.The migration to the new platform, which was also implemented at Tecon Vila do Conde, managed by the Company in Barcarena (PA), began in April 2021 and involved the mobilization of teams from both terminals in training and adaptation to Santos activities Brazil.The TOS change is part of an investment of more than R$40 million made in the exchange of software and equipment that will allow greater use of digital technologies in the planning and operation of terminals to further increase their efficiency in order to serve customers more quickly. customers. The objective is to make the Company's port terminals ready to meet the growth in demand.Investments in technology and systems occur in parallel with investments in infrastructure and equipment that the Company has been making in its terminals. In Vila do Conde, R$120 million is being invested in expansion works and the purchase of new equipment, with the aim of increasing the terminal's capacity by almost 40%, from 217 thousand TEUs/year to 300 thousand TEUs/year. At Tecon Santos, Santos Brasil acquired two state-of-the-art portainers (quay cranes) and eight electric E-RTGs (yard cranes), which are part of the terminal's expansion and modernization project, which will have an increased capacity of 2, 4 million TEUs/year to 2.6 million in 2023 and to 3 million TEUs/year in 2031. <Source: https://www.santosbrasil.com.br/v2021/release?title=tecon-santos-tem-novo-sistema-operacional> 
2023. 10. 27

Article

SmartLink (2) API function of SmartLink
SmartLink could process the data efficiently by offering an intuitive setup function to connect various logistics networks. Responding promptly and flexibly to the demand for new technology by the market helps customers process the data and connect the network smoothly.SmartLink supports the various types of API connections. It’s known that many shipping liners are considering connecting the logistics networks such as GSBN, CyberPort, and others. For joining a logistics network like GSBN and CyberPort, API connection is indispensable, and various authentication systems and Callback functions must be supported. SmartLink supports the function of API connection and different authentication systems like Oauth 2.0 and Bearer Token, and it also gives the capability to transform and modify API messages by the Callback function.Let’s see the case of eBL in GSBN. For more effective and secure transactions to process logistics and transportation work, it’s known that the shipping liners are currently looking into eBL installation. A comprehensive eBL process exists to handle a series of processes, such as the creation, recording, and payment of eBL, and it needs to be connected to various logistics parties such as GSBN, IQAX to handle the process. It requires technical support like 0Auth 2.0 to manage API authentication during the process.After all, to cope with generated documents and messages during the logistics process from the shipper to the consignee efficiently, various types of networks will appear in the market, and the technology required will become complicated. Thirdly, the service area can be expanded by offering an API Portal. Mega shipping liners like MSC, CMA-CGM transform owned data into standardized logistics data and offer Data Feed service by API Portal.With the recent change in paradigm, shipping liners have changed their investment strategy to increase the investment in data integration and data service instead of their previous investment for the vessels. Shipping liners use their data to serve standardized and reliable logistics data. Then they provide a Data Feed service to the partners through API Portal. Mega shipping liners generate business revenue through real-time API data offerings. Eventually they propose new digital value by gaining a competitive edge.SmartLink provides an API Portal function following a change in logistics service trends. By interfacing between SmartLink and the Shipping liner’s operation legacy system, it digitizes logistics data generated from the shipping liner’s legacy system, then gains a competitive edge in business by providing real-time API data to the customers. To begin with, internal events such as Schedule, visibility and BL occurring from the Shipping liner’s operation legacy system can be provided in the form of API data. SmartLink platform receives the internal data occurring from the system, then modifies the data into desired form according to the purpose of the service, and after that provides Data Feed service to the customers such as F/F, Terminal, and Shipper by API Portal.The shipping liner’s expansion of service area by API Portal function it has the benefits as follows,- Participate in logistics service digitization trend by providing customer’s desired data through API.- Provide reliable service by standardizing logistics data and generate business revenue by utilizing owned data.- Propose the new digital value by technology convergence with collected external data. Speaking more about the technology convergence with collected external data, customers need the most information: transport information.Despite that, customers expect the arrival time of freights to meet the Berthing schedule compliance rate to the port is influenced by various factors. Hence, internal process improvement is necessary to increase the Berthing schedule compliance rate at the port. Qualitative growth of service can be achieved by real-time sharing of modified Estimated time of arrival, which is calculated based on updated vessel’s location when utilizing improvement in internal data and collected external data such as AIS data. SmartLink solution can be summed up in one word: link. SmartLink is a platform that links customers, logistics partners, data, networks, technologies, and even businesses.We live in an age where anything is possible with a single touch.Technology is constantly evolving, and people are getting more comfortable, but, the ability to endure inconveniences and overcome difficulties is declining. As per the development of technology, there’s a lot to win and lose.It may be the right direction to participate in the game and to go along with the time stream flexibly if embracing the digitization trend and catching up with the development of technology are beneficial for the company.Author: Daehee Lee (Business Consultant, CyberLogitec)The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and CyberLogitec.Copyright,2023, All rights reserved 
2023. 09. 13

Article

SmartLink (1) Pros of data integration by SmartLink
The logistics industry is experiencing rapid change. Block-chain-based logistics networks such as TradeLens, GSBN started springing up, and the Japanese government initiated the CyberPort network. With the appearance of various types of logistics networks, the logistics industry landscape is changing drastically. Instead of the ship investments, the shipping liners have initiated the investment in technology to provide integrated services for logistics data. Hence, the proportion of technology investment increases gradually. Mega shipping liners have initiated a new type of data service based on the latest technology, and shipping liners like MSC and CMA-CGM are making a profit by data service offerings. With the increase in complexity of technology and the difficulty of customers’ requirements, the viable solution to respond flexibly to the change in the logistics industry is growing in importance.   In compliance with the logistics industry change, adopting a data integration system or service is inevitable. The SmartLink platform is the rightful solution to achieve the role. SmartLink is a cloud-based logistics data integration platform that connects all systems and applications simultaneously. Please refer to how SmartLink offers below to improve limit points and achieve new value.   SmartLink provides low-cost, high-efficiency system by SaaS service, increasing management efficiency. First of all, it has a significant advantage in the cost-effective side. The cost of the capital-related data center, servers, and software, which includes initial installation costs, could be reduced, and cloud service that costs as much as customer use could also reduce the cost. Cost-effective but offers a more powerful function compared to the existing on-promise products. It provides an intuitive and easy-to-use UI and offers seamless service by multi-zone composition. Additionally, the management efficiency increases as per the reduction in maintenance area. SmartLink would minimize managerial work, including unnecessary upgrades and patches, and the related infra-operation resources would be minimized. Previously existing solutions were mainly installation-type solutions, so they required direct management for both software and hardware by the customers. Yet, SmartLink manages both itself. It does not require maintenance of software and hardware as well as initial installation costs. Hence, it gives enhanced management efficiency and relatively outstanding quality and technology compared to the previously existing solutions. Being able to respond flexibly to change in the market would be one of the significant advantages of SaaS service. SmartLink provides the upgraded function and improves user convenience by offering an intuitive and easy-to-use setup User Interface. It supports various communication protocols and adapters compared to the solutions offering basic communication protocols. It provides multiple communication protocols, such as AS2 and MQ which are used for transmitting data, and various adapters that can be utilized for data extraction and integration from the system. SmartLink offers a communication protocol and DB Adapter which can extract and integrate the data in ERP and Application systems, and Document Adapter which can extract the data from PDF files. By these functions stated above, customers could benefit from sharing data with many logistics partners and the customer’s legacy system integration. Besides that, SmartLink offers multiple tools for cooperation/development and business process automation technology.  
2023. 09. 01

Press Release

CyberLogitec signed a contract for ALLEGRO, integrated shipping operation solution, implementation with Japanese shipping liner Kambara Kisen
   Seoul, 24, Aug 2023 - CyberLogitec, the leading provider of maritime, port/terminal, and logistics operations technologies and a subsidiary of EUSU Holdings, announced that the delivery contract with Kambara Kisen Co., Ltd. For four solutions, including ALLEGRO has been officially made on 9th July 2023, and its signing ceremony has been held at CyberLogitec’s headquarter in 18th July 2023.Implementing solutions for Kambara Kisen would be the following four solutions: ALLEGRO, which is an integrated shipping operation solution that supports digital transformation, including the adoption of the latest operation system and process, OPUS Stowage Prime, which is added an automated stowage planning function, CARA, which offers schedule sharing that covers strategic cooperation between various shipping lines, sharing slot capacity and decision making for slot price and SmartLink which includes expanded data integration service.Kambara Kisen has been using CyberLogitec’s OPUS Container, OPUS Stowage, and SmartLink since 2013, and it has decided to renew the implementation of next-generation digital integration solutions of CyberLogitec which are applied the latest processes to respond to international shipping legal obligations which are becoming strict and complicated and needs of the global shipping market. Implementation of contacted ALLEGRO will be completed by MAR 2024, and data integration of four solutions will enhanced visibility and efficiency for shipping liners and provide refined and more meaningful data. “It’s been almost ten years since Kambara Kisen began cooperating with CyberLogitec. Because of CyberLogitec’s excellent product and the dedication of its employees, we could solely concentrate on our work. We also looking forward to having the opportunity to collaborate on your good company’s next-generation solutions that have advanced further again in the future.”, said Toshiki Iwai, Director of the Container Liner department in Kambara Kisen. “It’s a great honor to collaborate again with Kambara Kisen. CyberLogitec provides shipping consulting service to respond rapidly changing market demand based on innovative technology and offers flexible and scalable solutions. Our solutions are expected to contribute to Kambara Kisen to provide enhanced customer service and flexible operation management.”, said Sung Jun Kim, Vice President of Solution Operation Group in CyberLogitec. About CyberLogitecCyberLogitec empowers the global supply chain with innovative technologies that address operational challenges, improve visibility, and meet industry demands. As a worldwide leader in the maritime, port, and logistics industry, our flexible, end-to-end solutions and consulting services help the industry adapt quickly to the market's evolving needs. 
2023. 08. 24

Press Release

CyberLogitec completed implementation of OPUS Stowage at Pan Continental Shipping
CyberLogitec, the leading provider of maritime, port/terminal, and logistics operations technologies announced that OPUS Stowage had been successfully implemented at Pan Continental Shipping, a container shipping liner specializing in Korea, China, Japan, and Southeast Asia shipping lines. The Introduction of OPUS Stowage at Pan Continental Shipping attracted notice since it’s been a replacement of the previously applied other company’s product.   OPUS Stowage is a vessel stowage planning solution that aims to maximize container vessel’s loading capacity and minimize loading/unloading time. With various functions offered in OPUS Stowage, Pan Continental Shipping could establish the work process to reduce stowage planning work time and to maximize loading/unloading productivity under the circumstance of the increase in stowage planning work and complex and various container stowage constraint conditions. Under the circumstance of the increase in stowage planning work and container stowage constraint conditions which are getting more complex and various, Pan Continental Shipping could establish the work process to reduce stowage planning work time and to maximize loading/unloading productivity with offered various functions in OPUS Stowage.    “In compliance with preparing rapidly changing maritime market environment, promoting new system introduction is under process, and the introduction of OPUS Stowage is a part of it. With the interface between OPUS Stowage and the legacy system of Pan Continental Shipping, it is expected to reduce stowage planning time and to remarkably improve work productivity by prevention of human error such as dangerous cargo loading errors.”, said Sungbum-Park, Vessel Operation Team Leader of Pan Continental Shipping.    “OPUS Stowage provides essential application functions and various report functions which are processed by utilizing stowage planning information. Especially semi-automated planning function through the interface to Container Booking Forecast(CBF) in the legacy system of Pan Continental Shipping reduce the working time compared to the previous dramatically, and this function supports maximizing the efficiency in stowage planning work of Pan Continental Shipping.”, said Sung Jun Kim, Vice President of CyberLogitec.  * * ** About Pan Continental ShippingPan Continental Shipping has been established under the name of Dong Sung Shipping and started shipping agency business in 1969. In 1975, it merged Sam Hyop Shipping which was MOL’s shipping agency in Korea. Then, it changed company name to Hyopsung Shipping in 1976. In 1981, it has started liner transportation business after purchased two container feeder vessels and started container liner service in Korea-Japan line. It changed company name to Pan Continental Shipping in 1983. Since then, the company provides on time liner transportation service to Korea-Japan, Korea-China, China-Japan and Vietnam & Thailand lines with seven container vessels.  
2023. 07. 18

Article

Optimization of container layout decision policy in the vertical type terminal based on simulation
Optimization of container layout decision policy in the vertical type terminal based on simulationTerminal Operation SimulationWe would like to introduce a method for optimizing the terminal operation policy based on the simulation of terminal operation. The following contents focus on a particular explanation of how to optimize the container device layout decision policy using block operation simulation, and the introduction focuses on the performance results of the optimization process by OPUS DigiPortIn the case of the terminal operation simulation, it depends on the purpose, whether to implement CHE (Container Handling Equipment) as a statistical model or Physics engine-based model, which considers CHE operation performance (moving speed, variable speed, etc.) and collisions between equipment. The physics engine-based model has higher reliability because it is closer to actual cases. Also, the simulation result can be checked intuitively, as you can see the status of actual terminal operation. Terminal operation policy is a decision-making method for terminal operation. The work allocation policy for container transport vehicles is to decide on transport vehicles for container transportation, and the container device layout decision policy determines the positioning of the container that comes into the block. YC work allocation policy decides the container, which is the object of YC work, and it also decides AGV’s travel route in case of AGV operating terminals. The stated operation policy is vitally important because its performance level highly affects terminal productivity.Among these operation policies, we would like to demonstrate the container device layout decision policy in the vertical-type terminal, as shown below. Container Device Layout Decision Policy The feature of a vertical-type yard block is that the flow of the import container and the export container is opposite, as shown below picture. The import container comes in from the seaside and goes out to the landside, and the export container comes in from the landside end loading and goes out to the seaside end loading. Interference problems between cranes must be considered more carefully than horizontal-type terminals due to the circumstances of two-yard cranes included for each block in general and opposite container flows. Besides that, the container device layout needs to be decided by considering re-handling, the crane’s travel range, and other factors. In the container device layout decision process, there are a few criteria to consider when deciding which stack to stack containers. For example, there are the following evaluation factors such as how much a container need to be moved when leaving the block, how many layers the height of the stack needs to be stacked, how much a 40ft stack shrinks, and how many re-handling occurs. Based on the above-stated criteria, score of the stack to stack up the containers can be calculated. In this way, each criterion can be used to calculate a score for candidate stacks and then determine the device location by the highest overall scored stack.The importance of each criterion that terminal operators consider may be different. Hence the importance (weighting) could be assigned to each evaluation criterion accordingly. In the terminal where it places a premium on reducing the number of re-handling, for example, a large weighted value will be given to the evaluation criteria whether re-handling has occurred or not. The below picture illustrates the process.  The policy is a function(s(x)) that receives a candidate stack(x) to be applied and outputs a score for it, and the score can be calculated as weighted sum (Weighted for criteria, C_i,w_i) of multiple criteria(Ci). Among the candidate stacks, the highest scored stack(x*) is chosen as device location. According to the weighted wi value combination, preference of the stack is changed. Hence, the combination of weights is substantially policy.What is policy optimization, then? It is about finding the combination of weights to achieve the optimal performance. ‘Optimal performance’ is the purpose of policy optimization.For example, optimized policy targets to minimize the block’s container service could be able to reduce the service time the most compared to other policies. Likewise, the optimized policy targets to minimize the number of re-handling would reduce the number of re-handlings the most compared to other policies.Genetic Algorithm(GA) is a commonly used artificial intelligence technique when the search space is huge. Due to the weight given to the criteria being generally real numbers, there are infinite weight combinations. Yet, finding the optimized policy is extremely difficult.OPUS DigiPort's Optimized Device Location Layout PolicyApplying OPUS DigiPort, let’s see how to optimize the device location layout policy and what results come out. GA has been applied as an optimal algorithm, and the below-stated block simulator is used to evaluate chromosomes (candidate policy). The simulator simulates only one block as an object, and emulation including a collision between yard cranes and specification of acceleration/deceleration has been applied. The following is a diagram illustrating the optimization process using GA.  The optimization target is “Minimizing of service time delay at the seaside crane.” Hence, the evaluation value for the candidate policy is calculated as the service delay time of the seaside crane from the result of block operation simulation by the candidate policy. The followings are the simulation parameters.       1. Simulation period: 174 hours (Initialization 168 hours, Evaluation 6 hours)     2. Block size: bay 46, row 8, tier 5 (based on 20ft container)       3. Block work plan         - Transshipment ratio 50%         - % of 20ft and 40ft containers are 50%, each respectively         - The number of provided services for seaside containers per hour is 13.0, number of provided services for landside containers per hour is 7. 3         - The average dwell time for the container is 3 days         - The average block occupancy rate is approximately 56% Operation performance for the first 168 hours (7 days) has been excluded considering the simulation starts with an empty block circumstance. After approximately 5,000 simulation evaluations are conducted, the following optimization patterns are identified.  After the rapid growth of performance improvement in the early stage of the optimization process, gradual improvement has been identified. Let’s check how the policies detected during optimization stack up the containers. The red-circled point of the policy in the above graph is figures of stacked containers.  The left of the picture is the seaside, and the right of the picture is the landside. The 5-layer stack is red-colored, and the single-layer stack is green-colored in the picture. In the early stage of policy A, the preference where the container is stacked nearby Transfer Point(TP) is observed. Due to the 50% of Transshipment ratio, it’s is also observed that 5-layer stacks are more distributed on the seaside than landside. Service delay time for policy A is 1,120 seconds. (Refer to ‘A’ in the above table) The average waiting time for transport vehicles at the seaside TP has reached almost 20 minutes. It’s because blocks in this condition have disadvantage regarding delayed time for unloading and shipping the containers. Due to the high number of stacked layers, re-handling occurs more often when the shipment containers are taken out. Also, cranes need be moved further to stack unloading containers because of more highly stacked layers on the seaside. Let’s take a look at the most optimized policy E. Contrary to policy A, attempts to keep the stack in the seaside relatively low number of stacked layers are observed. Crane needs to be moved further when stacking the unloading containers to maintain the observed appearance, yet the crane could stack it at a short distance when it is urgent due to the workload. Also, re-handling occurs relatively less when the shipping container is taken out. Service delay time for this policy is 129 seconds, which is approximately 2 minutes. Compared to policy A, the service delay time has been reduced to a tenth. For now, let’s have a look at the aspects regarding shipment / importing properties of the containers that make up the stack, not the stack layer aspects.   Import containers that go out to the landside are red-colored, and they go out to the seaside are green-colored. Other colored ones, excluding red and green, are stacks that mixed containers of both properties. In the case of policy A, the containers have been stacked absurdly. Containers going out to the landside are stacked close to the seaside. Contrariwise, the containers going out to the seaside are stacked close to the landside. In this case, the service delay time will inevitably increase due to crane interference.Fortunately, starting from policy B, the containers’ outgoing directions are considered to a certain extent. In the case of policy E, almost the only containers going out to the seaside are stacked in the seaside area.Hitherto, we have looked at a method to optimize terminal operation policies using simulation. Prompt field application of the method, of course, is complex. To apply it to the field, several conditions need to be satisfied. First, real-time constraints must be satisfied. When the field requests a device location, the time required to decide the location must be short enough not to limit field operations. Secondly, the reliability of the simulation which is used for the optimization must be guaranteed. No matter how outstanding an optimization policy is, it would only be useful if the reliability of the simulator that measures its performance is reliable. Lastly, it is required to have a method to update the policy according to the terminal operation circumstance. As the terminal operation circumstance changes, so does the optimized policy. In reality, terminal circumstances change continuously. Hence it is necessary to update the optimized policy accordingly.  <Image Reference>1. Kim, T.; Yang, Y.; Bae, A.; Ryu, K.R. Optimization of Dispatching Strategies for Stacking Cranes including Remarshaling Jobs. J. Navig. Port Res. 2014, 38, 155–162.2. Kim, T.; Kim, J.; Ryu, K.R. Deriving Situation-Adaptive Strategy for Stacking Containers in an Automated Container Terminal. In Proceedings of the 2013 International Conference on Logistics and Maritime Systems, Singapore, 12-24 September 2013. Author: Tae-Kwang Kim, Terminal Business Consultant, CyberLogitec The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and CyberLogitec.  
2023. 04. 03

Press Release

CyberLogitec announced the implementation of OPUS D&D (Demurrage & Detention) in Yusen Logistics
Nov 6, 2023 - CyberLogitec, the leading provider of maritime, port/terminal, and logistics operations technologies and a subsidiary of EUSU Holdings, announced in Nov 2023 that SaaS-based OPUS D&D (Demurrage & Detention) had been implemented in Yusen Logistics.   Yusen Logistics launched OPUS D&D service mainly in UK regions in April 2022, expanding the service to 19 countries, including the US, Europe, and China. Also, the expansion plan for the Southeast Asia region is scheduled. OPUS D&D has been introduced as per the needs of the independent system, which is capable of monitoring the Last Free Date before Free Time expiration and cost management in container DEM/DET.   OPUS D&D provides the management in container DEM/DET (Demurrage/Detention) for 3PL company. Most 3PL companies need help with cost management since DEM/DET cost is manually calculated. Systemic management in DEM/DET is complex because DEM/DET is calculated based on the information of complex charging structure in each shipping liner and region-wise and holiday. Moreover, it requires separate management for exceptions as, in many cases, free time is calculated by applying its freight contract condition for each shipping liner and shipper.   In collaboration with Yusen Logistics, one of the Top 20 3PL companies in the world, CyberLogitec developed and released OPUS D&D capable of interfacing with the 3PL Logistics system utilizing its own DEM/DET function, which is developed based on over 20 years of maritime business knowledge for container shipping. OPUS D&D provides container-wise Free time monitoring that interfaces with customers’ legacy operation system, advance confirmation of charge effective date, and calculation and verification of DEM/DET cost.    “OPUS D&D is a stable, scalable, and efficient independent cloud-based solution that offers an easy interface to the legacy system. DEM/DET cost, as per port pileup and disruption in the logistics network, DEM/DET cost has been a major issue for shipping liners and 3PL companies. We expect that many logistics companies, including Yusen Logistics’ successful implementation of OPUS D&D, could meet the operating cost reduction and efficient DEM/DET management by OPUS D&D.”, said Sung Jun Kim, Vice President of CyberLogitec.    
2023. 11. 07

Press Release

CyberLogitec begin offering data integration service by SmartLink
 Oct 23, Seoul - CyberLogitec, the leading provider of maritime, port/terminal, and logistics operations technologies and a subsidiary of EUSU Holdings, announced that they have commenced offering Data Integration service through SmartLink, in line with the current industry trend of transitioning towards online trade transactions through blockchain-based electronic bill of lading processes.   CyberLogitec has noted that when organizations undertake automation initiatives, they often face challenges in defining the scope or are concerned about the costs. In response to the issues, CyberLogitec is offering data integration services to assist the companies.   By the utilization of SmartLink’s data integration service, Customers could connect not only EDI but also API with various authentication methods such as Oauth 2.0, Bearer Token, etc., and enhanced efficiency and cost reduction could be achieved with the adoption of document & system automation through electronic process integration. To utilize the Bills of Landing platform(eBL) service in Global Shipping Business Network (GSBN), CyberPort, API connection is indispensable due to low readability in EDI, which was in use previously. On the other hand, fast and easy data integration with logistics partners, such as online platforms, customs declaration, warehouses, etc. would be achievable with SmartLink service presented by CyberLogitec. Although these online platforms have complicated processes, such as blockchain security authentication, many shipping liners and logistics companies overseas have already completed their adoption.   Data integration helps manage all aspects of the logistics business, like signing up for online platforms, handling shipments, dealing with electronic data, filling out customs paperwork, and tracking cargo. It's known for real-time work processing through data connections with partners and customers. They also provide vessel ETA prediction by utilizing real-time connections between AIS data and shipping liner data to assist logistics stakeholders in getting the estimated arrival date of their shipments.   Integrating various systems from shipping liner/customs/warehouse/customer’s ERP in accordance with maritime and logistics processes is complicated, while the biggest advantage of SmartLink is that it can interface data from multiple systems in one place. Considering the fact that general IT services frequently cause problems in maritime, logistics processes due to their complicated and difficult-to-understand nature, problem-free processing could be achieved with CyberLogitec, which has in-depth experience in various projects. In addition, 24/7 helpdesk is available anytime and anywhere.   CyberLogitec recently announced that a free trial of SmartLink’s data integration service is possible, and the various payment options, such as the processing document-wise and monthly payments, would also be possible as well. Customers may request the inquiry regarding SmartLink’s data integration service to CyberLogitec’s website (www.cyberlogitec.com).       About CyberLogitec CyberLogitec empowers the global supply chain with innovative technologies that address operational challenges, improve visibility, and meet industry demands. As a worldwide leader in the maritime, port, and logistics industry, our flexible, end-to-end solutions and consulting services help the industry adapt quickly to the market's evolving needs. 
2023. 10. 27

Press Release

Tecon Santos goes live with CyberLogitec's OPUS Terminal
Tecon Santos, the largest and one of the most efficient container terminals in South America, managed by Santos Brasil at the Port of Santos, began operations with the OPUS – TOS (Terminal Operating System) software from CyberLogitec, a specialized South Korean company in technological operational solutions for logistics terminals. With this, it takes a leap forward in the modernization and unification of container operations, ensuring an improvement in the Company's service level, planning and productivity.Chosen for its ease of integration with new technologies, the new TOS enables the terminal to operate equipment with cutting-edge technologies, which includes the use of OCRs (optical character recognition), remotely controlled equipment, digital simulations Twin and artificial intelligence. Furthermore, it consolidates the operation with real-time data, guaranteeing accurate information to the Company's Operational Control Center."It is a tool that allows for more modern management of the entire operation, integrating digital technologies, machines and people. We have greater agility and precision in day-to-day decision-making, reducing waste and increasing the efficiency of the terminal", says Ricardo Miranda , Director of Technology at Santos Brasil.The migration to the new platform, which was also implemented at Tecon Vila do Conde, managed by the Company in Barcarena (PA), began in April 2021 and involved the mobilization of teams from both terminals in training and adaptation to Santos activities Brazil.The TOS change is part of an investment of more than R$40 million made in the exchange of software and equipment that will allow greater use of digital technologies in the planning and operation of terminals to further increase their efficiency in order to serve customers more quickly. customers. The objective is to make the Company's port terminals ready to meet the growth in demand.Investments in technology and systems occur in parallel with investments in infrastructure and equipment that the Company has been making in its terminals. In Vila do Conde, R$120 million is being invested in expansion works and the purchase of new equipment, with the aim of increasing the terminal's capacity by almost 40%, from 217 thousand TEUs/year to 300 thousand TEUs/year. At Tecon Santos, Santos Brasil acquired two state-of-the-art portainers (quay cranes) and eight electric E-RTGs (yard cranes), which are part of the terminal's expansion and modernization project, which will have an increased capacity of 2, 4 million TEUs/year to 2.6 million in 2023 and to 3 million TEUs/year in 2031. <Source: https://www.santosbrasil.com.br/v2021/release?title=tecon-santos-tem-novo-sistema-operacional> 
2023. 10. 27

Press Release

CyberLogitec signed a contract for ALLEGRO, integrated shipping operation solution, implementation with Japanese shipping liner Kambara Kisen
   Seoul, 24, Aug 2023 - CyberLogitec, the leading provider of maritime, port/terminal, and logistics operations technologies and a subsidiary of EUSU Holdings, announced that the delivery contract with Kambara Kisen Co., Ltd. For four solutions, including ALLEGRO has been officially made on 9th July 2023, and its signing ceremony has been held at CyberLogitec’s headquarter in 18th July 2023.Implementing solutions for Kambara Kisen would be the following four solutions: ALLEGRO, which is an integrated shipping operation solution that supports digital transformation, including the adoption of the latest operation system and process, OPUS Stowage Prime, which is added an automated stowage planning function, CARA, which offers schedule sharing that covers strategic cooperation between various shipping lines, sharing slot capacity and decision making for slot price and SmartLink which includes expanded data integration service.Kambara Kisen has been using CyberLogitec’s OPUS Container, OPUS Stowage, and SmartLink since 2013, and it has decided to renew the implementation of next-generation digital integration solutions of CyberLogitec which are applied the latest processes to respond to international shipping legal obligations which are becoming strict and complicated and needs of the global shipping market. Implementation of contacted ALLEGRO will be completed by MAR 2024, and data integration of four solutions will enhanced visibility and efficiency for shipping liners and provide refined and more meaningful data. “It’s been almost ten years since Kambara Kisen began cooperating with CyberLogitec. Because of CyberLogitec’s excellent product and the dedication of its employees, we could solely concentrate on our work. We also looking forward to having the opportunity to collaborate on your good company’s next-generation solutions that have advanced further again in the future.”, said Toshiki Iwai, Director of the Container Liner department in Kambara Kisen. “It’s a great honor to collaborate again with Kambara Kisen. CyberLogitec provides shipping consulting service to respond rapidly changing market demand based on innovative technology and offers flexible and scalable solutions. Our solutions are expected to contribute to Kambara Kisen to provide enhanced customer service and flexible operation management.”, said Sung Jun Kim, Vice President of Solution Operation Group in CyberLogitec. About CyberLogitecCyberLogitec empowers the global supply chain with innovative technologies that address operational challenges, improve visibility, and meet industry demands. As a worldwide leader in the maritime, port, and logistics industry, our flexible, end-to-end solutions and consulting services help the industry adapt quickly to the market's evolving needs. 
2023. 08. 24

Press Release

CyberLogitec completed implementation of OPUS Stowage at Pan Continental Shipping
CyberLogitec, the leading provider of maritime, port/terminal, and logistics operations technologies announced that OPUS Stowage had been successfully implemented at Pan Continental Shipping, a container shipping liner specializing in Korea, China, Japan, and Southeast Asia shipping lines. The Introduction of OPUS Stowage at Pan Continental Shipping attracted notice since it’s been a replacement of the previously applied other company’s product.   OPUS Stowage is a vessel stowage planning solution that aims to maximize container vessel’s loading capacity and minimize loading/unloading time. With various functions offered in OPUS Stowage, Pan Continental Shipping could establish the work process to reduce stowage planning work time and to maximize loading/unloading productivity under the circumstance of the increase in stowage planning work and complex and various container stowage constraint conditions. Under the circumstance of the increase in stowage planning work and container stowage constraint conditions which are getting more complex and various, Pan Continental Shipping could establish the work process to reduce stowage planning work time and to maximize loading/unloading productivity with offered various functions in OPUS Stowage.    “In compliance with preparing rapidly changing maritime market environment, promoting new system introduction is under process, and the introduction of OPUS Stowage is a part of it. With the interface between OPUS Stowage and the legacy system of Pan Continental Shipping, it is expected to reduce stowage planning time and to remarkably improve work productivity by prevention of human error such as dangerous cargo loading errors.”, said Sungbum-Park, Vessel Operation Team Leader of Pan Continental Shipping.    “OPUS Stowage provides essential application functions and various report functions which are processed by utilizing stowage planning information. Especially semi-automated planning function through the interface to Container Booking Forecast(CBF) in the legacy system of Pan Continental Shipping reduce the working time compared to the previous dramatically, and this function supports maximizing the efficiency in stowage planning work of Pan Continental Shipping.”, said Sung Jun Kim, Vice President of CyberLogitec.  * * ** About Pan Continental ShippingPan Continental Shipping has been established under the name of Dong Sung Shipping and started shipping agency business in 1969. In 1975, it merged Sam Hyop Shipping which was MOL’s shipping agency in Korea. Then, it changed company name to Hyopsung Shipping in 1976. In 1981, it has started liner transportation business after purchased two container feeder vessels and started container liner service in Korea-Japan line. It changed company name to Pan Continental Shipping in 1983. Since then, the company provides on time liner transportation service to Korea-Japan, Korea-China, China-Japan and Vietnam & Thailand lines with seven container vessels.  
2023. 07. 18

Press Release

CyberLogitec completed successful implementation of OPUS Terminal at Qinzhou Automated Container Terminal of Beibu Gulf Port Group in China
 Seoul, 06 December, 2023 - CyberLogitec, the leading provider of maritime, port/terminal, and logistics operations technologies and a subsidiary of EUSU Holdings, announced that OPUS Terminal had been successfully implemented at Qinzhou Automated Container Terminal, constructed by Beibu Gulf Port Group(BGPG) on 28th June 2022.   Qinzhou Automated Container Terminal, a mega terminal in China, is the world’s first U-type Full Automated Terminal, which offers unmanned operation for all the equipment in the terminal. CyberLogitec has successfully implemented I-AGV (Intelligent Guided Vehicle) procedures earlier than the planned period, built on the accumulated R&D knowledge regarding ARMGC (Automated Rail Mounted Gantry Crane) and STS (Ship To Crane) technologies in semi-automatic container terminals   Qinzhou Automated Container Terminal has been operating two berths in 1st phase since the opening. Until the 2nd phase berth expansion scheduled in the end of 2023, CyberLogitec will continuously focus on safety level that BGPG seeks to achieve in full automated terminal, development of advanced features such as AI-based intelligent forecast plan and operation which are targeted for high productivity and low cost operation and enhancement in terminal productivity.    “CyberLogitec’s technological capability in implementing Full-Automation terminal has been tested sufficiently with BGPG project. To offer fast and stable supply for various types of equipment and terminal operation procedure following the trend of global port terminals, CyberLogitec will take the lead in the implementation of a smart terminal operating system.”, said Jeong Min Son, Vice President of CyberLogitec. 
2022. 12. 07

Press Release

CyberLogitec implemented automated vessel stowage planning solution ‘OPUS Stowage Prime’ in Namsung Shipping
 Seoul, 21, Sep, 2022 - CyberLogitec, the subsudiary of EUSU HOLDINGS, that leads the provider of maritime, port/terminal, and logistic technologies has announced that Namsung Shipping has selected CyberLogitec's OPUS Stowage Prime and completed the implementation in July 2022. Namsung Shipping used CyberLogitec's stowage plan solution named OPUS Stowage as a vessel loading planning system ever since 2012. The OPUS Stowage Prime solution which is added automated stowage planning module has been introduced to overcome complex constraints and increased workload in loading planning due to mega-ship trend. Applied OPUS Stowage Prime Stowage solution is the next generation automated engine adopted intelligent algorithm integration to generate vessel loading plan automatically as per the loading rule, vessel stability, order of ports of call, special cargo allocation, ballast water optimization, etc. Considering limited access to professional vessel planners who served as a navigator, automated vessel planning module of OPUS Stowage Prime solution offers the benefits of preventing human errors such as shortened work time in loading planning, malfunction in dangerous cargo loading. It also supports shortened work time in loading planning and work process to maximize productivity in loading and unloading through an interface to a legacy system. "OPUS Stowage Prime provides the indispensable application function in not only vessel planning work but also various report functions utilized loading plan information. Especially, automated stowage planning through optimized engine has advanced to practical level at actual work for the first time in the world. Through offered function, we expect to achieve maximized vessel planning work efficiency in Namsung Shipping" said Sung-joon Kim, Vice President of CyberLogitec.
2022. 09. 06

Press Release

Dongwon Global Terminal (DGT) selects CyberLogitec’s Terminal Operating System to align its operation for the First Fully Automated Terminal in the Republic of Korea
Dongwon Global Teriminal (DGT) Consortium was selected as an operating company for West Container harbor in Busan New Port in 2021, and it will be on 30-years operation contract from July 2023, which is the 2nd to 5th operation phase of the west container harbor. The operating company will operate the terminal with six berths by integrating the 2nd 5th phase, 2nd 6th phase, and feeder harbors, andit is a targeted smart port to provide cutting-edge stevedore service by applying automated equipment which Busan Port Authority orders.The project ordered by Dongwon Global Terminal (DGT) Consortium and Dongwon Enterprise is targeted to initiate implementation in April 2022 and go live for the 2nd to 5th phase terminal by July 2023, and go live for the 2nd to 6th terminal by 2026. Especially for CyberLogitec, is a significant project since it is the first fully automated terminal operating system project utilizing automatic transfer equipment in the Republic of Korea.CyberLogitec introduced AI, IoT, Big Data, Hyper Automation, and Digital Twin, the latest technology required for smart ports. Implementing a smart automated terminal operating system in Dongwon Global Terminal (DGT) is expected to adopt the latest IT technology, including IoT and Big Data, and several years’ knowledge and experience.Dongwon Global Terminal (DGT), designed as the first fully automated terminal in the Republic of Korea, pursued the low-cost and high-efficiency terminal operation process. Considering the circumstance that required differentiated technology and project methodology comparing the previous domestic terminal operation system, it is expected to CyberLo http:// gitec will enhance the operation efficiency in Dongwon Global Terminal (DGT) by implementing an optimized operation process suitable for the fully automated terminal with the adoption of advanced functions in productivity and simulation. “CyberLogitec has been selected for the project of the first fully automated terminal operating system in Korea. We dedicate to the port/terminal logistics IT service technology capability and improve automated terminal operation technology in Korea through this project,” said Jeong Min Son, Head of the Port Department. Meanwhile, CyberLogitec, completed its transition of the 1st vertical automated terminal in Korea in BNCT (Busan New Port harbor no.2 and 3), and it has been seeking various types of technical cooperation with automated terminals being built.
2022. 06. 27

Press Release

CyberLogitec, released the upgraded version of Logistics data integrated platform SmartLink
Mar 2022, Seoul Korea – CyberLogitec, the leading provider of maritime, port/terminal, and logistics operations technologies and subsidiary of EUSU Holdings, announced today the upgraded version of Logistics data integrated platform ‘SmartLink’. ‘SmartLink’ is the e-service platform that offers real-time visibility in custom declaration in advance, smart cargo tracking, reporting interface through linked data from Logistics related parties. The released version is a more upgraded platform with a cloud-based data integration function.Due to the growing issues of lack of data management capabilities and real-time data sharing problems in the global shipping and logistics market, the cloud-based platform as a solution, has recently attracted attention. The logistics industry requires various types of data processing such as IoT, pictures, PDF, etc. Yet the companies experience difficulties securingall kinds of resources due to its high cost and time-consuming.CyberLogitec’s SmartLink platform has been built based on the knowledge of CyberLogitec’s system development and its operation in maritime, port/terminal, and logistics. Hence it offers easy-to-use work for data integration in a cloud-based environment. Various types of data including documents (PDF, Excel, etc.), can be converted to EDI, XML and other types that user want it to be, and it can be shared and co-worked with external partners.Besides data integration, SmartLink also provides advanced custom declaration services in most majority countries like the USA, Japan, Canada, Europe, etc. It enhances customer service by providing real-time cargo monitoring through the linked logistics data.  “As the logistics market becomes more cut-throat, the demand for an inclusive data integration platform that offers real-time data integration and data service increases. Through SmartLink, real-time data utilization increases logistics efficiency, and company competitive power can be expected.” Said Sung Joon Kim, Vice President.CyberLogitec plans to build SmartLink’s data integration service for 1000+ logistics companies using its current service customer and eventually actualize global logistics data herb.
2022. 03. 29

Press Release

BTP Terminal in Brazil Goes Live Remotely with CyberLogitec’s OPUS Terminal
 South Korea, 14th Oct 2021 – CyberLogitec, the leading provider of Maritime, Port/Terminal, and Logistics operations IT technologies and subsidiary of EUSU Holdings, announced that the OPUS Terminal implementation in Brasil Terminal Portuário has completed successfully in June 2021 with ongoing stable operations.BTP, a joint venture between APM Terminals and TIL (Terminal Investment Limited), is the largest terminal in South America and has a geographical advantage in providing shipping routes all over the world. With the OPUS Terminal system implementation, BTP is expected to achieve the highly looked-for effect of enhancing the work efficiency and convenience, punctuality in vessel entry and departure, and higher productivity in annual throughput.“We chose OPUS Terminal since the system is based on best practices around the world and we believe that the system is advanced and stable enough to support us to provide efficient terminal operation and high quality service,” said Marcio Guiot, Chief Operating Officer at BTP.OPUS Terminal’s deployed ‘Advanced Modules’ enhances the operational efficiency of the terminal’s yard and vessel operations, decreases unnecessary and unproductive work, shortens the needed planning time while increasing operational productivity.The same version of OPUS Terminal’s Advanced Modules is being used at Westports terminal, the mega container terminal located in Malaysia, and many other CyberLogitec terminals.The restricted movement between nations resulting from COVID-19 was the biggest issue for the project. To cope with the given crisis, OPUS Terminal project team at CyberLogitec has implemented the system remotely without a single visit to BTP Terminal during the 18 months project period.“To achieve a successful remote implementation for the first time, we completed rigorous preliminary planning and preparations, and the establishment of new processes and development. To mitigate the risk of a remote implementation and customer uncertainty, testing was carried out repeatedly. The process and result have been open and transparent to the customer as part of customer communications. Consequentially, we’ve made the successful implementation and reduced the project stabilization period as well.”, said Jeong Min Son, Head of Port Department.About Brasil Terminal Portuário:BTP is a private container terminal in the Organized Port of Santos – Brazil. A modern project – that enables a greater competitiveness for Brazilian ports since 2013 – is strategically located on the right bank of the Port of Santos (Latin America’s largest). With a total area of 430,000 square meters, and innovative project of USD 800 million of initial investment, BTP offers the country a sustainable terminal, having promoted the remediation of one of the largest environmental liabilities of the State of São Paulo and the largest in the port area. BTP generates thousands of direct and indirect jobs, contributing to the development of the Region. The facility, that offers an outstanding port productivity operations in South America, has a 1.108m of quay length, allowing up to 3 new panamax class vessels to berth simultaneously. Brasil Terminal Portuário is a joint venture between Terminal Investment Limited (TIL) and APM Terminals and has an annual throughput capacity of 1.5 million TEUs (Twenty-Foot Equivalent Unit).For more information visit: www.btp.com.brFollow BTP’s Linkedin, Instagram and Facebook pages: @brasilterminalportuario
2021. 10. 14

Article

Terminal Design and Operation: A Simulation-Based Strategy to Enhance Continuity
The use of simulation in terminal design and operation is becoming increasingly important. Installing terminal infrastructure is costly, and the layout of the terminal determines its capacity and the equipment that can be used. Simulation is also used to identify potential problems that may arise during operation, allowing for the development of countermeasures in advance. As a result, simulation is a crucial tool in the design and operation stages of a terminal, ensuring efficiency and credibility of the system.■ Types of Simulation Utilized in the TerminalThere are three types of simulation utilized in the terminal, namely design stage simulation, operation simulation, and test-purpose simulation used equipment emulator.  Design Stage Simulation Design stage simulation is utilized for both greenfield and brownfield terminals to determine the optimal design for various layouts and equipment compositions. This simulation focuses on verifying estimated terminal volume information, including transshipment, targeted terminal volume space occupancy, and equipment occupancy based on the estimated monthly ship on depot volume and vessel volume. The simulation outcome helps to ensure that the physical terminal design meets the business goal. Operation Simulation Operation simulation is conducted to assess the operation performance of the terminal. It evaluates productivity while considering the variables that may arise during the operation and aims to predict and improve potential problems and bottlenecks in advance. This simulation includes productivity verification support and optimizes productivity by considering workflow in the terminal, equipment utilization rate, working time, and other factors. Test-Purpose Simulation Utilized Equipment Emulator in an automated terminal, the emulator-utilized simulation is carried out under the condition that the equipment, yard layout, and operation system have already been confirmed. It is utilized to verify the stability of automated equipment and terminal operation system and its performance through various operation scenario tests in a virtual environment. ■  Environmental changeSimulations have mainly been carried out in the greenfield during the design and operation stages. However, due to recent demand, verifying full automation by applying autonomous vehicles in non-fully automated and semi-automated terminals is necessary. Additionally, it requires converting to automation by remodeling using manual equipment and verifying stable operation during terminal integration and expansion. The terminal must be flexible in responding to volume increases by introducing automated equipment, which is why the verification of new equipment introduction is being done in operating terminals. As the various requirements grow, the demand for operation simulation is increasing. An automated Equipment Control System (ECS) must be selected in the automated terminal, along with the equipment. The simulation's complexity rises to meet the synergy with the appropriate equipment control system and operation system. The diagram below shows the Equipment-Controller-Operation System in Korea’s 1st fully automated terminal.     The automated terminal’s selected equipment type and operation strategy affect the yard layout structure. Depending on the provided ECS from the vendor, the Auto Guided Vehicle (AGV) also differs in driving lane strategy in the yard layout and Transponder's physical location. An integrated simulation for the design and operation stage is necessary. The integrated simulation can dynamically respond to changing conditions and provide simulation results for the circumstances of currently operating terminals. It may need to adapt and modify the system to comply with changing operational requirements. ■ Continuous Simulation in the design and operation stage Continuous simulation is an important tool used during both the design and operation stages. However, traditional simulations have limitations as they can only be used once, which makes it difficult to reflect the persistent changes that happen during actual operations. There are now more options for terminal operations, which can make it increasingly complex to choose the best one. For instance, when it comes to automatic transfer equipment like AGV, there are various options available such as Lift AGV, IGV with changed Transponder reclamation method, and AMR with autonomous driving function. The total gross productivity and TGS of the yard crane depends on whether the Cantilever uses equipment on both sides or one side only. With more options to choose from, the interaction and dependency also increase, making it even more important to find the optimal decision through simulation. By estimating the impact of each option, the simulation can help establish an effective strategy. It is necessary to evaluate and improve the stability and efficiency of the process, considering the increased interaction and dependency. Simulation can be applied at any stage, from the design phase to after the go-live stage. The Simulation, which can be applied before the design stage, even after the go-live stage, is needed. - Terminal layout, Equipment types, Simulation, which is configurable equipment quantity- Possible to apply the actual operating volume and operation patterns- Need future predictions about the current operation condition- The Simulation includes an equipment emulator- Likely to use a gate Import/Export volume pattern- Possible to process at least 200 times speed simulation (1month operation base, the simulation result for 720 hours non-stop operation simulation needs to be extracted within 4 hours max)- Draw the results that could confirm bottlenecks- Includes standard API for the equipment emulator – Compliance of TIC(Terminal Industry Committee) 4.0 equipment layer (level 1) data standardization The result below is for applying a hybrid layout to terminals in the construction stage, adjusting the transshipment ratio, and the scenario created in which the type of equipment used and the number of equipment are changed.-      Apply yard layout “Vertical Layout / End Loading” and “Horizontal Layout / Side Loading”-      Modify transshipment ratio (T/S ratio)-      Change the equipment type and quantityScenario definition for the simulation               Comparison Scenario Quay Mover Yard T/S STS Q’ty BackReach Lane Q’ty Mover Type Mover Q’ty Block Q’ty YC Q’ty End Loading Block T/S Rate AGV Operation 1a 8 4 AGV 36 16 32 50% 50% 1b 8           50% 50% 1c 8           50% 50% 1d 8           50% 50% Lift-AGV Operation 2a 8           50% 50% 2b 8 The data has been treated as confidential. Please contact CyberLogitec for more information.   50% 50% 2c 8 50% 50% 2d 8 50% 50% End Load Ratio 3a 8           100% 50% T/S Ratio 4a 8           50% 70% 4b 8           50% 60% 4c 8           50% 40% 4d 8           50% 30% Block Q’ty 5a 8           50% 50% B/R Qty 6a 8           50% 50% Please find below a breakdown of the analysis results from 15 different operation scenarios regarding average gang productivity, peak time productivity decline ratio, and operation time increase ratio compared to total gross operating time. The impact of peak time productivity decline is more critical for terminal operations than the off-peak period productivity decline of yard capacity and equipment.• Gang Productivity = Total Container Moves (VAN) / Gross Gang Operation Time (Total gross working time from all of applied STS)• GI (Gang Intensity) = Gross Gang Operation time / Gross working time (The operation time of STS which has the longest working time)The average GI is 2.43 in scenario “1c” Derive Peak time Productivity of the vessel experiencing bottlenecks based on GI value• High GI Productivity (Peak time Productivity) = Gang Productivity of the vessel which has more than GI value 3.0When Peak time productivity decreases by more than 10%Ÿ   100% end loading only operation (Scenario 3a) experienced the most decline in Peak time productivity (15.65%) Ÿ   When quantity of assigned mover is less (Scenario 1a – AGV x 36, Scenario 2a – LAGV x 32) Ÿ   When transshipment ratio is below 50% (Scenario 4c – T/S 40%, Scenario 4d – T/S 30%) Scenario-wise AGV Productivity and Waiting time  Comparison Scenario Agv total waiting time (m:s) Agv Productivity Agv waiting rate Agv total traveling distance (m) Agv un-laden Rate AGV Q'ty 1a 8:55 4.9 67.5% 916 49.5% 1b           1c           1d           LAGV Q'ty 2a           2b The data has been treated as confidential. Please contact CyberLogitec for more information.  2c 2d End Loading 3a           T/S Ratio 4a           4b           4c           4d           Block Q'ty 5a           B/R Q'ty 6a           Productivity comparison by AGV quantity Category KPI AGV 36 (1a) 40 (1b) 44 (1c) 48 (1d) Productivity Gross Gang Productivity 31.84       (High GI) Gross Gang Productivity 28.28       (High GI) Productivity decline ratio 11.19%       STS Average Gang Intensity 2.45 The data has been treated as confidential. Please contact CyberLogitec for more information.  Average Gang Operation time (h:m) 10:42 (High GI) Average Gang Operation Time 19:29 STS utilization rate 42.7%       YC YC Productivity     22.15   Average Moving Bay (bay)     7.15   YC utilization rate     38.6%   Mover Mover Productivity     4.60   Mover utilization rate     42.3%   (Discharge) STS waiting time     5:24   (Discharge) YC waiting time     2:52   (Loading) STS waiting time       6:14 (Loading) YC waiting time       5:23 Average mileage       944 Average empty mover rate       48.4% Yard Average Yard occupancy rate       52.9% Gate Average OTR Turn Time       10:41  Integrated operation simulation is a type of simulation that is useful throughout the whole process of a project, from its initial design stage to its post-go-live operation stage. This simulation allows you to test various scenarios, with free configuration options for terminal layout, equipment type, and quantity. By processing the simulation and applying the operation strategy provided as an outcome from the previous simulation, you can contribute to continuous operation improvement. CyberLogitec offers a simulation solution that supports all stages of terminal yard design, equipment selection, and operation optimization. OPUS Solutions can help improve productivity and system integration through simulation before the terminal's opening and continuous simulation tailored to the changing operating environment.Author: Lucy (Kyoung-Suk) Lee, Terminal Business Consultant, CyberLogitecThe article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and CyberLogitec.Copyright,2024, All rights reserved
2024. 02. 01

Article

SmartLink (2) API function of SmartLink
SmartLink could process the data efficiently by offering an intuitive setup function to connect various logistics networks. Responding promptly and flexibly to the demand for new technology by the market helps customers process the data and connect the network smoothly.SmartLink supports the various types of API connections. It’s known that many shipping liners are considering connecting the logistics networks such as GSBN, CyberPort, and others. For joining a logistics network like GSBN and CyberPort, API connection is indispensable, and various authentication systems and Callback functions must be supported. SmartLink supports the function of API connection and different authentication systems like Oauth 2.0 and Bearer Token, and it also gives the capability to transform and modify API messages by the Callback function.Let’s see the case of eBL in GSBN. For more effective and secure transactions to process logistics and transportation work, it’s known that the shipping liners are currently looking into eBL installation. A comprehensive eBL process exists to handle a series of processes, such as the creation, recording, and payment of eBL, and it needs to be connected to various logistics parties such as GSBN, IQAX to handle the process. It requires technical support like 0Auth 2.0 to manage API authentication during the process.After all, to cope with generated documents and messages during the logistics process from the shipper to the consignee efficiently, various types of networks will appear in the market, and the technology required will become complicated. Thirdly, the service area can be expanded by offering an API Portal. Mega shipping liners like MSC, CMA-CGM transform owned data into standardized logistics data and offer Data Feed service by API Portal.With the recent change in paradigm, shipping liners have changed their investment strategy to increase the investment in data integration and data service instead of their previous investment for the vessels. Shipping liners use their data to serve standardized and reliable logistics data. Then they provide a Data Feed service to the partners through API Portal. Mega shipping liners generate business revenue through real-time API data offerings. Eventually they propose new digital value by gaining a competitive edge.SmartLink provides an API Portal function following a change in logistics service trends. By interfacing between SmartLink and the Shipping liner’s operation legacy system, it digitizes logistics data generated from the shipping liner’s legacy system, then gains a competitive edge in business by providing real-time API data to the customers. To begin with, internal events such as Schedule, visibility and BL occurring from the Shipping liner’s operation legacy system can be provided in the form of API data. SmartLink platform receives the internal data occurring from the system, then modifies the data into desired form according to the purpose of the service, and after that provides Data Feed service to the customers such as F/F, Terminal, and Shipper by API Portal.The shipping liner’s expansion of service area by API Portal function it has the benefits as follows,- Participate in logistics service digitization trend by providing customer’s desired data through API.- Provide reliable service by standardizing logistics data and generate business revenue by utilizing owned data.- Propose the new digital value by technology convergence with collected external data. Speaking more about the technology convergence with collected external data, customers need the most information: transport information.Despite that, customers expect the arrival time of freights to meet the Berthing schedule compliance rate to the port is influenced by various factors. Hence, internal process improvement is necessary to increase the Berthing schedule compliance rate at the port. Qualitative growth of service can be achieved by real-time sharing of modified Estimated time of arrival, which is calculated based on updated vessel’s location when utilizing improvement in internal data and collected external data such as AIS data. SmartLink solution can be summed up in one word: link. SmartLink is a platform that links customers, logistics partners, data, networks, technologies, and even businesses.We live in an age where anything is possible with a single touch.Technology is constantly evolving, and people are getting more comfortable, but, the ability to endure inconveniences and overcome difficulties is declining. As per the development of technology, there’s a lot to win and lose.It may be the right direction to participate in the game and to go along with the time stream flexibly if embracing the digitization trend and catching up with the development of technology are beneficial for the company.Author: Daehee Lee (Business Consultant, CyberLogitec)The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and CyberLogitec.Copyright,2023, All rights reserved 
2023. 09. 13

Article

SmartLink (1) Pros of data integration by SmartLink
The logistics industry is experiencing rapid change. Block-chain-based logistics networks such as TradeLens, GSBN started springing up, and the Japanese government initiated the CyberPort network. With the appearance of various types of logistics networks, the logistics industry landscape is changing drastically. Instead of the ship investments, the shipping liners have initiated the investment in technology to provide integrated services for logistics data. Hence, the proportion of technology investment increases gradually. Mega shipping liners have initiated a new type of data service based on the latest technology, and shipping liners like MSC and CMA-CGM are making a profit by data service offerings. With the increase in complexity of technology and the difficulty of customers’ requirements, the viable solution to respond flexibly to the change in the logistics industry is growing in importance.   In compliance with the logistics industry change, adopting a data integration system or service is inevitable. The SmartLink platform is the rightful solution to achieve the role. SmartLink is a cloud-based logistics data integration platform that connects all systems and applications simultaneously. Please refer to how SmartLink offers below to improve limit points and achieve new value.   SmartLink provides low-cost, high-efficiency system by SaaS service, increasing management efficiency. First of all, it has a significant advantage in the cost-effective side. The cost of the capital-related data center, servers, and software, which includes initial installation costs, could be reduced, and cloud service that costs as much as customer use could also reduce the cost. Cost-effective but offers a more powerful function compared to the existing on-promise products. It provides an intuitive and easy-to-use UI and offers seamless service by multi-zone composition. Additionally, the management efficiency increases as per the reduction in maintenance area. SmartLink would minimize managerial work, including unnecessary upgrades and patches, and the related infra-operation resources would be minimized. Previously existing solutions were mainly installation-type solutions, so they required direct management for both software and hardware by the customers. Yet, SmartLink manages both itself. It does not require maintenance of software and hardware as well as initial installation costs. Hence, it gives enhanced management efficiency and relatively outstanding quality and technology compared to the previously existing solutions. Being able to respond flexibly to change in the market would be one of the significant advantages of SaaS service. SmartLink provides the upgraded function and improves user convenience by offering an intuitive and easy-to-use setup User Interface. It supports various communication protocols and adapters compared to the solutions offering basic communication protocols. It provides multiple communication protocols, such as AS2 and MQ which are used for transmitting data, and various adapters that can be utilized for data extraction and integration from the system. SmartLink offers a communication protocol and DB Adapter which can extract and integrate the data in ERP and Application systems, and Document Adapter which can extract the data from PDF files. By these functions stated above, customers could benefit from sharing data with many logistics partners and the customer’s legacy system integration. Besides that, SmartLink offers multiple tools for cooperation/development and business process automation technology.  
2023. 09. 01

Article

Optimization of container layout decision policy in the vertical type terminal based on simulation
Optimization of container layout decision policy in the vertical type terminal based on simulationTerminal Operation SimulationWe would like to introduce a method for optimizing the terminal operation policy based on the simulation of terminal operation. The following contents focus on a particular explanation of how to optimize the container device layout decision policy using block operation simulation, and the introduction focuses on the performance results of the optimization process by OPUS DigiPortIn the case of the terminal operation simulation, it depends on the purpose, whether to implement CHE (Container Handling Equipment) as a statistical model or Physics engine-based model, which considers CHE operation performance (moving speed, variable speed, etc.) and collisions between equipment. The physics engine-based model has higher reliability because it is closer to actual cases. Also, the simulation result can be checked intuitively, as you can see the status of actual terminal operation. Terminal operation policy is a decision-making method for terminal operation. The work allocation policy for container transport vehicles is to decide on transport vehicles for container transportation, and the container device layout decision policy determines the positioning of the container that comes into the block. YC work allocation policy decides the container, which is the object of YC work, and it also decides AGV’s travel route in case of AGV operating terminals. The stated operation policy is vitally important because its performance level highly affects terminal productivity.Among these operation policies, we would like to demonstrate the container device layout decision policy in the vertical-type terminal, as shown below. Container Device Layout Decision Policy The feature of a vertical-type yard block is that the flow of the import container and the export container is opposite, as shown below picture. The import container comes in from the seaside and goes out to the landside, and the export container comes in from the landside end loading and goes out to the seaside end loading. Interference problems between cranes must be considered more carefully than horizontal-type terminals due to the circumstances of two-yard cranes included for each block in general and opposite container flows. Besides that, the container device layout needs to be decided by considering re-handling, the crane’s travel range, and other factors. In the container device layout decision process, there are a few criteria to consider when deciding which stack to stack containers. For example, there are the following evaluation factors such as how much a container need to be moved when leaving the block, how many layers the height of the stack needs to be stacked, how much a 40ft stack shrinks, and how many re-handling occurs. Based on the above-stated criteria, score of the stack to stack up the containers can be calculated. In this way, each criterion can be used to calculate a score for candidate stacks and then determine the device location by the highest overall scored stack.The importance of each criterion that terminal operators consider may be different. Hence the importance (weighting) could be assigned to each evaluation criterion accordingly. In the terminal where it places a premium on reducing the number of re-handling, for example, a large weighted value will be given to the evaluation criteria whether re-handling has occurred or not. The below picture illustrates the process.  The policy is a function(s(x)) that receives a candidate stack(x) to be applied and outputs a score for it, and the score can be calculated as weighted sum (Weighted for criteria, C_i,w_i) of multiple criteria(Ci). Among the candidate stacks, the highest scored stack(x*) is chosen as device location. According to the weighted wi value combination, preference of the stack is changed. Hence, the combination of weights is substantially policy.What is policy optimization, then? It is about finding the combination of weights to achieve the optimal performance. ‘Optimal performance’ is the purpose of policy optimization.For example, optimized policy targets to minimize the block’s container service could be able to reduce the service time the most compared to other policies. Likewise, the optimized policy targets to minimize the number of re-handling would reduce the number of re-handlings the most compared to other policies.Genetic Algorithm(GA) is a commonly used artificial intelligence technique when the search space is huge. Due to the weight given to the criteria being generally real numbers, there are infinite weight combinations. Yet, finding the optimized policy is extremely difficult.OPUS DigiPort's Optimized Device Location Layout PolicyApplying OPUS DigiPort, let’s see how to optimize the device location layout policy and what results come out. GA has been applied as an optimal algorithm, and the below-stated block simulator is used to evaluate chromosomes (candidate policy). The simulator simulates only one block as an object, and emulation including a collision between yard cranes and specification of acceleration/deceleration has been applied. The following is a diagram illustrating the optimization process using GA.  The optimization target is “Minimizing of service time delay at the seaside crane.” Hence, the evaluation value for the candidate policy is calculated as the service delay time of the seaside crane from the result of block operation simulation by the candidate policy. The followings are the simulation parameters.       1. Simulation period: 174 hours (Initialization 168 hours, Evaluation 6 hours)     2. Block size: bay 46, row 8, tier 5 (based on 20ft container)       3. Block work plan         - Transshipment ratio 50%         - % of 20ft and 40ft containers are 50%, each respectively         - The number of provided services for seaside containers per hour is 13.0, number of provided services for landside containers per hour is 7. 3         - The average dwell time for the container is 3 days         - The average block occupancy rate is approximately 56% Operation performance for the first 168 hours (7 days) has been excluded considering the simulation starts with an empty block circumstance. After approximately 5,000 simulation evaluations are conducted, the following optimization patterns are identified.  After the rapid growth of performance improvement in the early stage of the optimization process, gradual improvement has been identified. Let’s check how the policies detected during optimization stack up the containers. The red-circled point of the policy in the above graph is figures of stacked containers.  The left of the picture is the seaside, and the right of the picture is the landside. The 5-layer stack is red-colored, and the single-layer stack is green-colored in the picture. In the early stage of policy A, the preference where the container is stacked nearby Transfer Point(TP) is observed. Due to the 50% of Transshipment ratio, it’s is also observed that 5-layer stacks are more distributed on the seaside than landside. Service delay time for policy A is 1,120 seconds. (Refer to ‘A’ in the above table) The average waiting time for transport vehicles at the seaside TP has reached almost 20 minutes. It’s because blocks in this condition have disadvantage regarding delayed time for unloading and shipping the containers. Due to the high number of stacked layers, re-handling occurs more often when the shipment containers are taken out. Also, cranes need be moved further to stack unloading containers because of more highly stacked layers on the seaside. Let’s take a look at the most optimized policy E. Contrary to policy A, attempts to keep the stack in the seaside relatively low number of stacked layers are observed. Crane needs to be moved further when stacking the unloading containers to maintain the observed appearance, yet the crane could stack it at a short distance when it is urgent due to the workload. Also, re-handling occurs relatively less when the shipping container is taken out. Service delay time for this policy is 129 seconds, which is approximately 2 minutes. Compared to policy A, the service delay time has been reduced to a tenth. For now, let’s have a look at the aspects regarding shipment / importing properties of the containers that make up the stack, not the stack layer aspects.   Import containers that go out to the landside are red-colored, and they go out to the seaside are green-colored. Other colored ones, excluding red and green, are stacks that mixed containers of both properties. In the case of policy A, the containers have been stacked absurdly. Containers going out to the landside are stacked close to the seaside. Contrariwise, the containers going out to the seaside are stacked close to the landside. In this case, the service delay time will inevitably increase due to crane interference.Fortunately, starting from policy B, the containers’ outgoing directions are considered to a certain extent. In the case of policy E, almost the only containers going out to the seaside are stacked in the seaside area.Hitherto, we have looked at a method to optimize terminal operation policies using simulation. Prompt field application of the method, of course, is complex. To apply it to the field, several conditions need to be satisfied. First, real-time constraints must be satisfied. When the field requests a device location, the time required to decide the location must be short enough not to limit field operations. Secondly, the reliability of the simulation which is used for the optimization must be guaranteed. No matter how outstanding an optimization policy is, it would only be useful if the reliability of the simulator that measures its performance is reliable. Lastly, it is required to have a method to update the policy according to the terminal operation circumstance. As the terminal operation circumstance changes, so does the optimized policy. In reality, terminal circumstances change continuously. Hence it is necessary to update the optimized policy accordingly.  <Image Reference>1. Kim, T.; Yang, Y.; Bae, A.; Ryu, K.R. Optimization of Dispatching Strategies for Stacking Cranes including Remarshaling Jobs. J. Navig. Port Res. 2014, 38, 155–162.2. Kim, T.; Kim, J.; Ryu, K.R. Deriving Situation-Adaptive Strategy for Stacking Containers in an Automated Container Terminal. In Proceedings of the 2013 International Conference on Logistics and Maritime Systems, Singapore, 12-24 September 2013. Author: Tae-Kwang Kim, Terminal Business Consultant, CyberLogitec The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and CyberLogitec.  
2023. 04. 03

Article

Analyzing the Interconnected Factors That Determine Port Efficiency
Analyzing the Interconnected Factors That Determine Port Efficiency- Influence analysis of Berth Waiting Ratio & Berthing schedule compliance rate on port/terminal productivity Among the port/terminal productivity indicators presented by UNCTAD and the World Bank, berth waiting ratio and berth occupancy rate are included. As per CyberLogitec’s influence analysis of Berth Waiting Ratio(BWR), Berth Occupancy Ratio(BOR), and Time Difference of Berthing(TDB) between planned berthing time and actual berthing time on terminal/port productivity based on the collected data from current operating terminal using OPUS Terminal, it’s been found that changes in BWR and berthing schedule compliance rate result in a significant impact on the productivity. Port Berthing & Working Time-wise Indicator Among the newly developed services related to AI technology at the terminal, there’s a provided service regarding Berth ETB (Estimated Time of Berthing). As the difference increases between ETB and ATB (Actual Time of Berthing), it will decrease the terminal productivity and change BOR (Berth Occupancy Ratio).  Hence, many terminals are developing services to predict accurate ETB recently. 1. Berth Waiting Rate (BWR) and STS Productivity Berth Waiting Rate is a service competitiveness index of berths at ports and terminals. According to UNCTAD, it is recommended to maintain BWR below 30%. As per OECD, the exemplary BWR is 10%. The average BWR for A terminal is 32.21%, and its BWR states the decreasing tendency as the vessel’s work volume increases. *UNCTAD = United Nations Conference on Trade and Development▷Relationship between Berth Waiting Ratio(BWR) & ProductivitySTS productivity has to decrease tendency as BWR increases. The tendency is more apparent when work volume exceeds 2,000 VAN, as per A terminal case study. 2. Schedule Compliance Rate for VesselTDB (Time Difference of Berthing) is the time difference between the estimated time of berthing(ETB) and the actual time of berthing (ATB) for a vessel. The schedule compliance rate for a vessel can be calculated by using TDB between ETB & ATB. By setting the TDB tolerance range to 40min, 60min, and 120min, the Effect of ETB compliance rate on the terminal’s productivity can be found by comparing STS productivity when TDB is within the tolerance range and TDB is out of the tolerance range. TDB tolerance range-wise schedule compliance rate  - TDB tolerance range (40min) – 10.4% of all vessels are out of ETB  - TDB tolerance range (60min) – 2.96% of all vessels are out of ETB  - TDB tolerance range (120min) – 0.57% of all vessels are out of ETBAs per the vessel’s productivity comparison between a vessel within ETB and a vessel out of ETB, the TDB tolerance range below 40min has a low impact on productivity, yet the TDB tolerance range above 60min decreases productivity in proportion to the time difference.When TDB is set to 40 minutes, the productivity of the vessel out of ETB is reduced by 6.5%, 7.3% for TDB 60 minutes, and 28% for TDB 120 minutes.  ▷Berth Waiting Ratio (BWR) according to the vessel’s schedule compliance rateWhen the loading/unloading work volume is above 2,000 VAN(BOX) and TDB between the estimated time of berthing and the actual time of berthing is more than 40 minutes, there is a significant increase in Berth Waiting Time (BWT).  3. Berth Occupancy Ratio (BOR) & Productivity Berth Occupancy Rate derives from the vessel’s service time and berth information. Herein, it is calculated based on the number of working days per month (No off, 365 days per year applied). According to the terminal operation policy, berth operation time is generally 360 to 365 days per year.If Berth Occupancy Ratio (BOR) is too high, there’s a high possibility that vessel congestion will occur hence which would lead to an increase in Berth Waiting Time (BWT). Otherwise, the equipment productivity decreases when BOR is low. The average Berth Occupancy Rate (BOR) for the berths in the entire A terminal is 70.4%. ▷Berth Occupancy Ratio and STS Productivity The average Berth Occupancy Ratio (BOR) of the entire berths is 70.4%, and the average STS productivity is 18.81 VAN. Berth productivity with more than 80% of BOR is 17.8 VAN which is 94.6% of average STS productivity. Comparing the productivity between ‘Above BOR’ and ‘Below BOR’, productivity decreases by 8.39% in the ‘Above BOR’ case based on the BOR standard of 80%.Berth’s STS productivity with more than 80% BOR decreases by less than 5% compared to average productivity.Berth Waiting Ratio(BWR), Time Difference of Berthing(TDB), and Berth Occupancy Ratio(BOR) differ depending on vessel size, vessel volume, and shipping liners. Hence, each operating terminal is suggested to derive BWR, TDB, and BOR for establishing operation strategy and improving optimized logic.OPUS Terminal considers the factors mentioned above to predict terminal operation and provides services that improve productivity. The followings below are the result of customer terminal A’s data analysis.STS productivity drops by 6.5% when the time difference between ETB and ATB(TDB) is more than 40 minutes and by 28% when it is more than 120 minutes. To meet the Estimated Time of Departure(ETD), the Terminal operation team and its operating system could establish a strategy to input additional STS and share newly updated ETD to the shipping liner when scheduled vessel for work delays in berth.Also, productivity decreases by 8.39% when BOR is above 80% in terminal A. Berth planning should be consider reduced productivity.The value differs as per the terminal-wise berthed vessel size, throughput and operation condition, hence the strategy to apply the analyzed data immediately and systemically is needed instead of its generalized application.STS productivity is an operational result as well as significant reference value to establish terminal operation strategy. Based on historical STS Productivity, the terminal decides how many Yard Trucks, Yard Cranes and Gangs(Workers) to input for each vessel as well as its working time and calculates Estimated Time of Departure(ETD) for the vessel.At the time of establishing operation strategy in view of STS productivity, considering the change in productivity according to TDB between ETB & ATB, and BOR values, a more accurate Estimated Time of Work (ETW) can be calculated, which can contribute to higher productivity by TOS logic optimization.Author: Lucy (Kyoung-Suk) Lee, Terminal Business Consultant, CyberLogitecThe article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and CyberLogitec.Copyright,2023, All rights reserved 
2023. 02. 17

Article

CyberLogitec recognized as the top 50 Companies to watch in 2021 by The CEO Views
[This article was originally published at theceoviews.com]CyberLogitec was established in 2000, but the company’s experience in the industry dates back to the 1970s where its solutions were initially developed to solve the needs of a large South Korean shipping group, which it was once a part  of. In 2000, the company’s strong solutions and development capability led to a decision to spin-off CyberLogitec and promote its solutions commercially to players in the international maritime, ports, and logistics space. The organization  delivered its first TOS (Terminal Operating System) in that year and has been steadily growing in its solution suite to  cover the needs of maritime, port, and logistics companies throughout the globe ever since. CyberLogitec now counts  more than 150 companies as its customers worldwide. In 2017, noting the global footprint the company had amassed and to service  the significant new partnership they had entered into with the shipping giant ONE, the group established CyberLogitec Global as its  Global Commercial Headquarters in Singapore. The location chosen for its reputation as a gateway to global markets and one of  the most important maritime hubs in the world. CyberLogitec has been recognized as one of the 50  Innovative Companies of the year 2021 and some may  say this was a long time coming. For more than two  decades, CyberLogitec has worked with shipping lines,  terminals, and logistics providers to optimize their  business operations and processes through flexible,  end-to-end solutions and business consulting services.  “Unlike many other providers to the industry, CyberLogitec not only brings the technical know-how but  backs it up with rich experience working within the industry  ensuring we understand our customer’s needs from the  perspective of their business,” said Tevin Hyung-Chol Choi, MD of CyberLogitec Global. Over the years,  CyberLogitec has continually worked to understand the  evolving needs of their customers and refine their product  offerings to meet those needs. This has required employing advanced technologies to stay ahead of the  curve. Nowadays, the latest technologies such as  machine learning and IoT integration are incorporated into  CyberLogitec’s proprietary heuristic engine that powers  many of the features in its OPUS range of products. CyberLogitec has proven to be a pioneer in the industry,  helping their customers overcome challenges and hurdles they face running large, complex businesses. Terminal  and Maritime operations are extremely data-driven.  Hence the company aims to tackle efficiency through  integrated solutions designed to unlock the value of the  data the business creates to minimize manual labor or  work duplications and algorithmically plan more effective  operations. On top of the features expected within a  conventional TOS, its solutions can help customers run  unstructured document analysis, ensure operations  throughout the terminal are running at optimal efficiency,and proactively track KPIs to determine and deal with  process leakages. These features are coupled with its  commitment to meet and exceed expectations through  reliable service delivery, by meeting deadlines and  adding value to their partners through comprehensive consultancy services. CyberLogitec solutions can also  automate both simple and complex tasks faced by  terminals such as Advanced Yard Planning (AYP) which  automates yard planning and identifies the most suitable locations for cargo, and Advanced Housekeeping (AHK)  which ensures the yard is kept orderly based on the most  efficient use of terminal assets and with minimal manual  interference. With its innovative platforms such as OPUS  Terminal, the organization is confident in helping  terminals reach their full business potential in digitizing  operations for its continued success. CyberLogitec and its team are focused on future  innovation. The company is constantly working to integrate emerging technologies such as blockchain and  artificial intelligence into its offerings. In terms of internal expansion, CyberLogitec already has a presence in all  the major global business hubs. Its location in Singapore  is a strategic one too, as the Republic has a high  concentration of shipping lines, feeders, bulkers, and logistics firms, which earned its recognition as a leading  maritime nation. CyberLogitec has recently launched two new divisions dedicated to the advancement of digital smart ports. Its  TOS is enhanced with AI technology using IoT inputs and predictive analysis of collected data.These technologies  provide greater visibility of patterns in day-to-day  operations, identify potential safety concerns or  downtime proactively, and ultimately lead to better  planning with the aid of detailed predictions which will  not only bring greater efficiency but also help terminals  align to digital standards and increase collaboration  between various parties within the industry. CYBERLOGITEC AIMS TO TACKLE EFFICIENCY THROUGH INTEGRATED ADVANCED SOLUTIONS DESIGNED TO UNLOCK  THE VALUE OF THAT DATA TO MINIMIZE MANUAL LABOR OR WORK DUPLICATIONS. CyberLogitec has proved successful in increasing  productivity levels in the industry and helping their clients  come out of any challenge stronger. One recent example  is the partnership with The Apical Group, an edible-oils  manufacturer in Indonesia, to implement OPUS Terminal  and its latest liquid bulk features at their terminal in Balikpapan. Through the project, the port operator has  been able to speed up decision making using real-time  operating data instead of traditional manual methods of  managing jetty operations and checking valves– a much more time-consuming and resource-intensive approach. CyberLogitec was selected as the best partner to help  them with supply chain traceability,as well as ensuring  that operations can be performed at peak efficiency.  Experience has shown that the OPUS Terminal TOS can be the catalyst to boost overall productivity and  efficiency for CyberLogitec’s customers while  contributing towards the customer’s drive for a more sustainable ecosystem.This year the organization has also implemented OPUS Terminal at Super Terminais in  Manaus Brazil. A great example of a remote  implementation with the project team based in Asia, it is  helping them boost productivity, improve the accuracy of  container inventory, and achieve higher overall  operational efficiency with the help of the advanced  container terminal features in OPUS Terminal. The  company also ensures the current customers are  continually cared for. Last year, it also helped a South Korean terminal operator to upgrade to its latest version of OPUS Terminal originally implemented in 2010. After  this TOS upgrade, the client has been operating stably,  improving the efficiency and convenience of operations  for operators. With these recent improvements in  conventional features of OPUS terminal combined with  Advanced Modules, the organization has implemented  and optimized processes through its Remote Go-Live  approach to ensure the safety of employees and associates during this pandemic which ensures the  clients’ timelines are met while operational disruptions  are kept to a minimum in spite of the ongoing travel  restrictions and social distancing guidelines. CyberLogitec’s proven in-depth industry knowledge,experience and innovation has led towards its position  as a leading provider of tech solutions covering the entire  transportation network. Today, its focus on TOS solutions  helps small ports bridge the efficiency gap to their larger  peers and prepares them for making the smart port  transition through advanced and future-proof features.  The industry is constantly changing and the past year  has been no different in that regard. CyberLogitec  continues to challenge itself to reinvent and be ready for  the new normal. As it begins to further introduce AI  technology and IoT integration into its product line-up,CyberLogitec is entrenching its leadership position by  widening its solutions suite,enabling it to explore new markets and opportunities. At CyberLogitec, their vision is  to be the industry’s partner choice for success and to help  steer customers towards a more automated and  optimized future. 
2021. 04. 06

Article

Two Steps to Essential Visibility for Terminal Operators
In today’s world, visibility facilitates real-time awareness and acute foresight. In addition to empowering terminals with the ability to respond swiftly to any situations, whether to fix the problem or to seize an opportunity, visibility can also be used to predict outcomes and avert downtime or potential pain points, thus boosting daily operations.In the terminal business, where yard activities and cargo management are complex and dynamic, full visibility is critical, whether in 2D or 3D. For instance, smart Terminal Operating System (TOS) gives a clear view of cargo properties while advanced zoom functions provide important data that may be easily overlooked by the human eyes.Where terminals once operated by manual entries, it is no longer sustainable in today’s market. Visibility of yard operations is now an essential requirement to stay aligned with the rest of the industry, and there are two vital steps to reach operational transparencies.The First StepThe first thing to consider is standardization — streamline operational processes, consolidate digital systems, centralized data sharing and automate core workflows.Adopting standardization enables terminals to optimize real-time work. Standardization will allow insights into daily operational processes to monitor disruptions or exceptions, track cargo locations, optimize shipping schedules and eventually build customer service. Information that points to inefficiencies can be quickly picked up to avoid potential disruptions as they are flagged out to operations personnel. This will minimize unnecessary costs and schedule delays, and effectively manage carbon footprint.The Next StepAs the global dependency on information sharing grows rapidly, therein lies the next step to develop best practices — engaging technology.Businesses can easily standardize and integrate all processes to coordinate workflows, from bookings, inventory shipping and receiving to customs filing, accounting and performance reporting. Through a single-point platform, the solution supports process flexibility, improves movement visibility and reduces costs.Digital transformation is not just about technology, artificial intelligence and automation. It will bring changes and new challenges not only to the structure but also the culture of the organization. Naturally, security and privacy concerns will also be of high priority as they affect the throughput and integrity of the business.So how can companies safely and effectively harness the benefits of technology?Engage industry experts and solution consultants. Get an operational health check and recommendations tailored for your unique business operations.While change is inevitable, it should not be intimidating. With the right knowledge, suitable technology, and a positive mindset, these are tools that will help to ease the transition of change and propel business operations towards manifold returns on investment.Find out more about CyberLogitec’s terminal operating system – OPUS Terminal today!
2021. 01. 14

Article

Transform into Smart Port for the Post-pandemic World
The ‘new normal’ of terminal operations favors Terminal Operating Systems (TOS) that capitalize on web-based technology, especially in looking at a post-Covid-19 world.An Internet-enabled TOS like OPUS Terminal M facilitates terminals to shift away from the traditional, on-site hosted environment to cloud-based, SaaS offering. In so doing, terminals can spread out their IT expenditure and concentrate the investments towards the infrastructural assets needed for terminal operations. Furthermore, by unlocking the on-site constraint, terminals can now optimize on managing multiple sites via a single remote control center, lessening the reliance on rostering physical personnel presence to yield greater operational productivity & efficiency. The pandemic has been a timely awakening to terminals, and a new paradigm mindset is needed towards how a TOS and a terminal can be operated.OPUS Terminal M is a true multipurpose TOS that can handle all types of cargo operations – from containers to general cargo, bulk (solid and liquid) to RORO. The TOS can support multiple terminals in one license, where each terminal can operate independently. OPUS Terminal M can also be configured for seaports, river ports and inland terminals as well.With 3D visualization, OPUS Terminal M allows terminals to view their yard situation from various angles and run filters to group containers and cargo according to pre-set criteria.The OPUS Terminal M comes with an Advanced Vessel Planning (AVP) feature for container vessels – for optimising load/discharge plans, automating stowage planning, and maximising quay cranes deployment and cargo handling productivity. Vessel planners have the option to prepare several stowage plans for a single vessel after which a built-in evaluator can be used to identify which plan pattern can result in the most efficient operations.Other features of the integrated terminal operating solution include truck pooling to optimise truck assignments by considering the distance, waiting time, RTG workload and job priorities, a built-in gate appointment system, and an EDI translator with Excel upload capability.OPUS Terminal M is able to support all non-containerized cargo types, including associated vessel definitions and cargo storage options. Work sequences for bulk vessels can be defined in detail, including the setup of gangs with required equipment and human resources. Timesheets can be made available on tablets, resulting in real-time updates to vessel operations.Cargo storage can be easily set up, including open yards, warehouses, tanks and silos. OPUS Terminal M can interface with the SCADA systems of bulk handling systems to get real-time information on cargo flow and tank utilization.OPUS Terminal M’s rail functionality is evolving to allow for the planning of discharge and loading of cargo to and from rail cars.Another CyberLogitec’s product, Eagle Eye, is a data visualisation and IoT platform that can work with any TOS.Eagle Eye provides real-time assets monitoring, tracking and control, with its full-fledged Internet of Things (IoT) platform that supports varied RTLS (real-time location system) protocols such as DGPS, UWB and RFID.Users can benefit from automated operations, optimised job-stepping and process handover, as well as auto-capture and analysis of real-time location and movement of terminal equipment and assets to enable real-time analysis of operational bottlenecks and resources availability.The Eagle Eye is also fully compatible by integration with autonomous vehicles and equipment, with full 2D and 3D visualisation (digital twin) to provide virtual terminal visibility without the line-of-sight limitations of CCTVs.The safety and risk management via personnel and equipment metrics are in place to detect risks of collisions, straying out of zone, equipment breakdowns, and so forth.(This article was first published on Seatrade Maritime News)
2020. 12. 10

Article

Working in Terminals During the Pandemic
The awareness of establishing and enforcing workplace health and safety practices has increased exponentially in the light of the COVID-19 outbreak, and it has become an acknowledged reality that this long-drawn pandemic has globally disrupted and redefined the work environment and work processes. Much of today’s port & terminal operations still require on-the ground personnel to manage and operate their operations control room, operate yard & berth equipment. While some ports and terminals may have responded well to the new normal, many are in fact still coming to terms with the challenges with social distancing and manpower resource rostering for alternating split work teams. Therefore, port & terminal operators will now have to more forcefully pursue measures to reengineer their operations by looking deeper into digitalisation of their operations.The current situation favours Terminal Operating Systems (TOS) that break away from traditional on-site, client/server installations, instead to capitalise on web-based technology. By hosting a cloud-based TOS that is accessible via browsers on laptops and mobile devices, greater workforce mobility and infrastructure resilience can be achieved.The New Normal of Manpower in Terminal OperationsWhile there are increasing evidence of automation of port operations to overcome reliance on manual operations, the technology for full automonous vehicles/equipment, and the infrastructural costs involved may still put it out of reach for many ports. Hence undeniably manual labour is still a significant factor to terminals operations, from operating container handling equipment and driving trucks, to physically removing cargo from containers.For such skill sets that require human resources to be physically on-site, a dynamic system for rostering of personnel would be very useful. Such a system would consider staff’s qualification, availability and previous rostering cycle to equitably distribute the terminal’s expected workload among employees. Teams can be setup so that the same people work in the same shifts on a regular basis, minimizing interaction between those who belong to other teams. In addition, terminals can space out break periods so that employees will not need to linger in big groups during meal times.For the protection of the workforce from Covid-19, terminals should adopt processes that would minimize contact between personnel and possible sources of infection like surfaces prone to human touch. These can range from simple face masks and gloves to full-blown protective gear depending on the situation. Stocks of these items should be managed effectively to enhance employee’s confidence that they are safe in the workplace. Disinfecting terminal equipment cabins should be a routine activity to ensure the safety of drivers and operators working in a closed environment. Likewise, devices like vehicle mounted terminals (VMT) and mobile devices (handheld terminals) should be disinfected before every change of user (shift change or any other occasion).Technologies are now available to automatically monitor the number people present in a certain area and these can be used to remind employees to maintain a minimum distance from one another. Similar systems can detect when personnel are not wearing safety vests, helmets and even face masks.Remote Work as a New Normal for TerminalsGiven that physical presence is required for the movement of cargo and containers, there is however a segment of the terminal’s workforce that can be empowered to work remotely. These include back office personnel – finance and administration, documentation, billing and even key operational roles like vessel and yard planners.A cloud-based TOS would fit perfectly in a situation where personnel are forced to work remotely in the interest of maintaining social distancing. TOS functions accessed via browsers practically allow terminal personnel to work anywhere, provided an adequate security setup is in place.In addition, for terminal operating companies that run multiple sites, personnel that work remotely can be shared across facilities, as they are unhindered by limitations set by physical presence. In this case terminal operators not only realize savings in manpower and other resources, the employees are also spared from having to contend with congestion in public transport and even in the workplace.Even if the remote workforce is not shared between terminals in a multi-facility setup, personnel from different locations can play the role of backup to each other, resulting in a robust organizational setup where terminals can continue to operate in case the workforce in one site becomes infected.ConclusionThe path to the post-Covid world will be a prolonged process, which will not be without setbacks or uncertainties along the way. As the industry progresses into the new normal, it needs to go beyond the typical way of operational manpower rostering to adhere to good workplace safety and health practices. The fact is that the future of terminal operating solution is already within reach, and along with it, a new season of modifying human resource and operational policies that may, in the long-run, operate vastly different from what people are typically used to.An Opinion Piece by Carlo M.
2020. 09. 10
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