Journal of Industrial Information Integration 20 (2020) 100173

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Journal of Industrial Information Integration

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Industry 4.0 in the port and maritime industry: A literature review T

a,#,⁎ a b
Ignacio de la Peña Zarzuelo , María Jesús Freire Soeane , Beatriz López Bermúdez
a
University Polithecnical of Madrid, School of Civil Engineers, C/ Profesor Aranguren 3, Madrid 28040, Spain
b
University of A Coruña, Department of Economy, Economy and Business Faculty, Campus Elviña, A Coruña 15071, Spain

ARTICLE INFO ABSTRACT

Keywords: Ports and terminals have evolved and from the 2010s have entered into a fifth stage of evolution characterized
Port 4.0 by their digital transformation and alignment with Industry 4.0 practices. Co-operation among agents is a key
Smart port element and integration not only involves Port Authorities, Terminals and Port users and related Port Services
Global supply chain Providers but the city, port's hinterland and well beyond the Global Supply Chain. Internet of Things and sensing
Port innovation
solutions, cybersecurity, horizontal and vertical system integration, cloud computing, 3D printing and additive
Port connectivity
Internet of things
manufacturing, big data and business analytics, augmented reality and simulation and modeling are the pillars of
Industry 4.0. Some of those are mature enough in the port and maritime industry. However, others remain in
their earliest stages in this business and thus, poorly covered by the scientific literature. The article reviews the
state of the art on these new emerging technologies, summarizing how ports and terminals are deploying specific
projects in the new era of smart ports and Ports 4.0.

1. Introduction
The Port and Maritime Industry (PMI) has entered into a fifth stage
of evolution. Paper-Based and Digitalized Port eras, are well behind and
port integration has evolved first from a local scope (port and terminal
integration), later to a regional scale (port and city integration) and
nowadays to a global scale, in which Ports and Terminals (P&T) are
fully integrated in the Global Supply Chain (GSC) [29] (Fig. 1).
In accordance with the above cited authors, in parallel to this digital
transformation, port functions have also changed. P&T were considered
simply as loading-unloading facilities in the 1960s. Later on, from the
1960s to 1980s, they were integrated as part of certain industrial pro-
cesses and, from the 1980s to 2010s, P&T were conceptualized as a key
element of the GSC. From 2010s, P&T have evolved towards a ‘smart
port’ concept (Fig. 2). The impact of Industry 4.0 (term that first ap-
peared in the opening ceremony of the Hannover Messe 2011) is
starting to be experienced in the PMI and currently the term ‘Port 4.0′ is
a trendy topic in the industry.
More simplistically, Wang and Liu [208] define only three stages of
port evolution, based on Information Technology (IT): in-
formationalized ports, digital ports and intelligent ports.
Rüßmann et al. [170] defined nine pillars of the technological ad-
vance that form the foundation of Industry 4.0: i) autonomous robots
and systems, ii) Internet of Things (IoT), iii) Cybersecurity, iv)
Horizontal and Vertical System Integration (HVSI) through new stan-
dards, v) Cloud Computing (CC), vi) 3D printing (3DP) and Additive
Manufacturing (AM), vii) Big Data (BD) and Business Analytics, viii)
Augmented Reality (AR), ix) Simulation and Modelling (S&M).
Rodič [162] adds a tenth key enabling technology to the list: Green
Information Technology (“Green IT”). Green IT is the practice of en-
vironmentally sustainable computing, trying to minimize the negative
impact of IT reducing the use of hazardous materials, maximizing en-
ergy efficiency and promoting the biodegradability of unused and
outdated products.
In the origins, Xu [219] had been a pioneer author addressing a
detailed survey related to one of the currently key, and at that time
more promising, enablers of the Industry 4.0 such as IoT. The author
described the transition from Radio Frequency Identification (RFID)
(80′s), to Wireless Sensor Networks (WSN) (90 s) and IoT (2009-)
Lu [109] and later on Li [105] reviewed holistically the state of the
art and future trends in the Industry 4.0 . Xu et al. [220] analyzed the
state of the art and future trends in the Industry 4.0 and how this has
been put in place in the project ‘Made-in-China 2025′ a Chinese gov-
ernmental initiative to comprehensively upgrade China's industry in-
cluding the manufacturing sector. Apart from the enabling technologies
consider by the first cited authors, the latter also underline Industrial
Integration, Enterprise Architecture, Service Oriented Architecture
(SOA), Business Process Management and Industrial Information

⁎
Corresponding author.
E-mail address: i.delapena@upm.es (I. de la Peña Zarzuelo).
#
ORCID ttps://orcid.org/0000-0001-6301-7457

https://doi.org/10.1016/j.jii.2020.100173
Received 3 February 2020; Received in revised form 5 June 2020; Accepted 22 September 2020
Available online 02 October 2020
2452-414X/ © 2020 Elsevier Inc. All rights reserved.
I. de la Peña Zarzuelo, et al. Journal of Industrial Information Integration 20 (2020) 100173

Fig. 1. Stages of port connectivity and digitalization. Source: Own elaboration inspired in Berns et al. [29]. (For interpretation of the references to colour in this
figure legend, the reader is referred to the web version of this article.)

Fig. 2. Port function evolution. Source: own elaboration inspired in Berns et al. [29]. (For interpretation of the references to colour in this figure legend, the reader is
referred to the web version of this article.)

Integration. a holistic approach.

Kim [91] addressed cyber-physical systems and IT trends paying
attention to three key enablers of Industry 4.0 (i.e. IoT, big data, and
2. Methodology
cloud computing). Following this path, Zhang and Chen [226] adopted
a similar approach to reviewing two additional elements (BlockChain
In order to address how Industry 4.0 is impacting the PMI, an ex-
and Business Analytics). Haleem and Javaid [73] and Yli-Ojanperä et al.
tensive search of bibliographic references has been carried out. The
[224] focused their research on AM applications.Finally, Lu [110,111]
scope of the search has included both, indexed academic journals in-
covered specifically blockchain and related developments.
cluded in the more relevant Research Databases (RD) including multi-
In recent years, some authors have started to review Industry 4.0
disciplinary platforms (JCR, SCOPUS, Mendeley, SciELO, Science
applications in specific fields and sectors. As a way of example,
Direct, Google Scholar, JournalSeek, JSTOR), civil engineering RD
Peruzzini and Stjepandić [139] studied the implementation of the
(ASCE's Civil Engineer Database) and computer science & engineering
analytics on the supply chain management, Reinhardt et al. [158] fo-
RD (IEEE Explore, CiteSeerX, Citebase Search), as well as massive
cused specifically on the Pharmaceutical Sector and Aceto et al. [7] in
search on Port Authorities, Port Operators and Maritime Organizations
the health industry.
websites and PMI para-academic magazines.
Most of the above concepts applicable to Industry 4.0 are relatively
The keywords used in the search are those specific to the 4.0 World
new and their implementation in the PMI is still in progress or in its
included in the first column of Table 1, combined with those descriptors
earliest stages. In fact, PMI is a sector substantially lagging behind
specific to the PMI referred in the second column of the same table.
others [5,51,203].
In order to structure the work in a more comprehensive and prac-
As far as there is no any specific work providing a survey in this
tical way, while authors have taken the nine pillars of the Industry 4.0
industry, the goal of this work is addressing all these elements in the
as suggested by Rüßmann et al. [170]. They have grouped these nine
PMI, from a rigorous academic stand point, trying to compile the ex-
elements in three main categories: a) advance methods and tools in
isting published cases and grouping them in a homogeneous and under
ports 4.0, b) horizontals and verticals in ports 4.0 and, c) open

2
I. de la Peña Zarzuelo, et al. Journal of Industrial Information Integration 20 (2020) 100173

Table 1 eliminate manual collection errors, increase data collection efficiency

Keywords used in the bibliographic review. and ensure immediate transmission of such data. They also identified
‘4.0 World’ Keywords ‘PMI’ Keywords six key technologies of IoT to construct an Intelligent Port: i) Sensors, ii)
RFID, iii) Wireless Sensor Networks (WSN), iv) Network Communica-
IoT / Internet of Things Smart Port tion Technology, v) Machine to Machine (M2M), and vi) Vehicle
Big Data Intelligent Port
terminal and handheld mobile terminal. These authors defined an
Cloud Computing Port 4.0
Blockchain Port (SeaPort)
overall framework of such a new generation of ports based on a number
Energy Solutions (Maritime) Terminal of Management Systems (MSs): Intelligent Production Scheduling MSs,
Robotics Maritime Industry Intelligent Bayonet Systems, Intelligent Warehouse MSs, Intelligent
Automation Port Authority Vehicle (container) MSs, Smart Ship MSs, Electronic Monitoring
Smart Assets Management Container Terminal
Chanel, Unified Platform for Monitoring Command Center, and finally
Cybersecurity Bulk Terminal
Systems Integration RO-RO Terminal regional Data Center.
Augmented Reality Automated Terminal Sensing solutions play a pivotal role in this revolution of industry
Virtual Reality Supply Chain 4.0 [83] and the deployment of IoT and their use in P&T are reviewed
Artificial Intelligence
in depth by Yang et al. [221]. For these authors, a smart port is a fully
Machine Learning
automatized one in which all devices are connected and ‘a network of
As a result of combining these keywords in a source of combinatorial smart sensors and actuators, wireless devices, and data centers make up the
game, 168 possibilities have been generated (for instance, IoT + Smart key infrastructure of the smart port, which allows the port authorities to
Port, + Blockchain + Maritime Industry or Virtual Reality + (Maritime) provide essential services in a faster and more efficient manner’.
Terminal) and over 600 works and references were revealed. Authors Industry offers multiple sensing solutions, used to collect data in a
have analysed all of them, selecting the most valuable, and discussing smart port in a wide range of applications [12,42,70,85,90,104,147]
their content in the following segments:. being the Container Terminals (CT) the cutting edge of the successful
(a) IoT, Sensing Solutions, BD and CC. implementation of most of them (structural health monitoring of the
(b) Blockchain.
quayside cranes, container position detection and handling, AGV lo-
(c) Energy solutions.
calization, navigation and control, etc.). These systems include Ima-
(d) Drones, robotics and automation.
(e) Smart Asset Management.
ging, Inertial, Ultrasonic, Eddy Current, Radar, Lidar, RFID readers and
(f) Cybersecurity. tags, GPS (Global Positioning System), NFC (Near Field Communica-
(g) HVSI through new standards. tion), RTLS (Real-Time Locating System) and others.
(h) 3DP & AM. The capture of environmental and oceanographic data from dif-
(i) AR and Virtual Reality. ferent sensors (sea buoys, weather stations, etc.…) and their use in
(j) S&M in PMI. different applications of port planning, construction or management
(k) Artificial Intelligence and Machine Learning. purposes is not a new discipline. Hence, gathering data of waves, tides,
sea currents, wind or air and water quality in different points of the
Table 2 port, then to use them in the day-to-day decision making process via an
Grouped categories of key elements of the industry 4.0. alarm system is a common and perfectly integrated procedure in most
Categories Key Elements of Industry 4.0 of the ports. It is not new either to implement simulation models to
predict the evolution of all these variables, considering weather forecast
Advanced Methods and Tools a) IoT, Sensing Solutions, BD and CC. and evaluating how operations can be affected or optimized. However,
b) Blockchain.
d) Drones, robotics and automation.
the way in which IoT is intensifying this trend, is remarkable not only in
h) 3DP & AM. terms of the number of parameters captured, but its real-time trans-
i) AR and Virtual Reality mission and processing thought, different simulation and optimization
k) Artificial Intelligence and Machine tools, business analytics and data sharing with third parties. The no-
Horizontal and vertical system g) HVSI through new standards.
table evolution of sensor solutions into different fields has widened the
integration and applications j) S&M in PMI
through new standards c) Energy solutions. practical applications, in which IoT has been imported successfully in
e) Smart Asset Management. ports.
Open Challenges f) Cybersecurity. Suárez et al. [187] has presented how to combine IoT and big data,
l) Connectivity, standards and managing a large volume of data captured by geolocated sensors placed
federated database systems of
multiple stakeholders.
in fixed or variable locations (as ships), generating three-dimensional
models with the aid of 3D geolocation libraries (Glob3Mobile) in a so
called Automatic Identification System (AIS).
challenges (table 2). PTI [149] reminded how IoT is often used synonymously with the
term M2M and Internet 4.0. All of them use sensors and radio tags to
collect data and they are an important driver for the Big Data concept.
3. Results The author, analyzing the deployment of IoT in CT highlighting the
existence of commercial opportunities but emphasizing the need of
3.1. Advance methods and tools in ports 4.0 ports moving to a more integrated solution via improved wireless in-
frastructure.
3.1.1. IoT, sensing solutions, big data and cloud computing in ports 4.0 Lundgren [113] shared this point of view providing an additional
The urgent need for Intelligent Ports to be closely integrated with reason about why the development of IoT is relatively lagging in CT in
IoT, to facilitate data sharing among port agents, ensuring stability and comparison with other industries. In summary, the author stated that a
development of port services was highlighted by Siror et al. [179] who port is a hostile environment for wireless communication, in which the
listed the typical applications of IoT in P&T in the early 2010s, i.e. need for covering vast distances with a wireless signal, is compounded
container Radio Frequency Identification (RFID), electronic seals, port by the capacity of containers to inhibit radio signals and the fact that
equipment condition monitoring, engineering equipment asset man- they are constantly moving around.
agement and wireless automatic meter reading. Similarly, Herrero [75], stated that although P&T (especially CT)
Dong et al. [54] later emphasized the role of IoT in ports to and logistic operators have started to deploy sensors in cranes, handling

3
I. de la Peña Zarzuelo, et al.
equipment, container, trucks and gates to enable a better management
of existing infrastructure, reduce traffic emissions and optimized mul-
timodal operations, they need to expand the use of IoT to support port
user's requirements and there are remaining barriers as interoperability,
privacy and security and coordinated efforts (not all agents are in-
vesting in IoT to the same extent). Additionally, cybersecurity is a big
concern, addressed later on in this paper.
Ando [13] described how to use BD and IoT in the shipping sector
with a double perspective of ship operator and ship owner. BD appli-
cations are split in operation (energy saving operation, safe operation
and schedule management) and fleet planning (fleet allocation, service
planning and chartering). For the latter, the interest is technical man-
agement (safety operation, condition monitoring & maintenance, en-
vironmental regulation compliance, hull & propeller cleaning, retrofit &
modification) and new building (design optimization). For this author,
the main goals of using smart technologies in the shipping industry are
to prevent unproductive downtime, to improve energy efficiency and to
reduce maintenance costs. The future of these new technologies are
based in new Ship Information Management Systems (SIMS). The core
of the SIMS will be a cloud-based Data Warehouse (compiling in-
formation captured by IoT including voyage and weather data) which
will be used to interconnect three modules: i) the dashboard for op-
erator and ship managers, ii) the performance analysis tools (including
long term analysis using simulation outfits and in-service performance
models) and iii) a Business Intelligent Module.
Egbersten [61] also focused on smart ports and the relevance of
managing BD and S&M. This author underlined the five V's dimensions
of BD to be considered to implement a project in ports using a practical
experience in the Port of Rotterdam: i) volume, ii) velocity (speed re-
trieve and process), iii) variety (sources), veracity (quality of data) and
value (useless). The integration of ports in larger GSC is also addressed
by this author who described the Port Community System (named
Portbase) developed by the ports of Amsterdam and Rotterdam in order
to share information in the simpler and more efficient way between
them. He also analyzed the App Iamport, a free smartphone App per-
mitting the ability to follow ship movements in real time throughout
the entire port region. Finally, the author also described how sensors,
machine learning, predictive analytics and S&M are used in the Port of
Rotterdam in a lot of different angles (maintenance planning, port
planning, cargo flow analysis, optimization of rail, road and water
traffic, etc.…).
Tsertou et al. [199] suggested a cloud-based platform in which the
information is shared between different players in the GSC, associated
to Piraeus CT with the goal of carrying out an efficient container con-
solidation which traditionally has faced a number of barriers as the lack
of a common standard for information exchange, competition matters,
absence of trusted service providers collecting data, information shared
on a next carrier basis without disseminating information to the rest
stakeholders, etc.
Thaver [189] addressed the concept of ‘Smart Port City’ throughout
an analogy between a smart city and a smart port taken as samples, the
city of Barcelona (smart city) and the Port of Hamburg (smart port). As
far as Barcelona is concerned, the author describes different systems
(smart lighting, smart buses, smart water, smart bus stops, smart
parking and smart waste management) and how these ‘smart systems’
reduce the cost, increase revenues for the city, improve citizen ex-
periences and create additional jobs. In terms of the Port of Rotterdam,
described different types of sensors (structural, environmental and
smart sensors) and how these enable the port to manage different as-
pects of port activity (from improving analysis of environmental si-
tuation to monetarize the need of maintenance in bridges or cranes,
implementing smart lighting solutions to improve safety on pedestrians
or cyclist paths, coordinate traffic management systems with other
authorities or to optimize parking zones detecting real time occupation,
parting duration, vehicles parked in no-authorized zones,…). The port
of Rotterdam has carried out a project based on the connectivity of
4
Journal of Industrial Information Integration 20 (2020) 100173
different sensors and cameras, the use of IoT and the development of a
WiFi network in the port environment.
Ferreti and Schiavone [67] explored how IoT have redesigned
business processes in seaports focusing on the case of the Port of
Hamburg. IoT represents a further step in the automation of data ac-
quisition and processing. In the same port, Thaver [189] describes the
use of IoT and sensors to adjust lighting requirements to the actual
weather conditions and Riga [161] presents a program to use IoT and
smart sensors to detect and stop wasted energy in buildings and other
port infrastructures in the Port of San Diego. Ding et al. [52] described
how systems based on IoT have been developed to monitor dangerous
goods in the yard of CT.
Ben-Daya et al. [24] provided a valuable and comprehensive lit-
erature review about IoT in GSC, while Romero and Patsioura [169]
reviewed the IoT vision for Smart Ports, analyzing the ports of Barce-
lona (Spain), Hamburg (Germany), Valencia (Spain) and Santos
(Brazil). They provided both, the scope of the use of IoT in these ports
and the related benefits generated by utilizing these technologies.
Among the practical applications cited by the authors, it is worthy to
mention certain projects of geolocation and tracking of vehicles, se-
curity and maintenance management of port assets, seamless flow of
information about routes, destinations, automatic lighting, automated
terminal entry and exit controls, monitoring queues of trucks and op-
timization of traffic flows, Port Management System (PMS) to co-
ordinate all port services providers in each call of a vessel, environ-
mental monitoring and alarm system connected with these variables,
use of renewable energies, etc.…
Krantz [97] described how P&T, especially those located in dense
cities, are suffering pressures from every direction to increase their
throughput while they have limited options to expand physically their
infrastructures. In this context, the author stated that digitization and
IoT are powerful enablers in order to improve efficiencies, better
manage traffic, empower their workforces and decrease carbon emis-
sions, providing a safer environment for operations and without the
need of large port expansions. The practical experience of the Port of
Hamburg in using IoT in the day-to-day port operations is presented,
describing how this Port Authority has integrated four different systems
in a single platform, benefiting from the data provided by more than
300 sensors installed in port area and using them for both, to monitor
vessel and vehicle traffic in the port helping managers to orchestrate
the movement of all and them and reducing idle units (reducing carbon
emissions and improving overall efficiency of port operations) and to
monitor long-term response of different assets helping to manage pre-
ventive maintenance activities.
Riedl et al. [160] described a smart port as a digitalized-based en-
vironment in which the cooperation among the agents of the entire port
ecosystem is crucial. Smart Port is defined as a multi-stakeholder
system, in which all participants are interested in transforming ports
with the goal of being more productive, efficient, user-friendly and
competitive by enhancing existing operations without the need of major
infrastructure upgrades. They highlighted six areas of interest in which
smart technologies can be applied, identifying the goal of such areas
and those port stakeholders directly concerned (Table 3).
Jardas et al. [82] review the role of IoT on the development of P&T
as a holder in the GSC and Yang et al. [221] updated the main sensing
technologies applicable for structural monitoring in smart ports,
helping the definitive taking-off of IoT solutions in P&T (i.e. strain gage,
Fibber Bragg Grating or ‘FBG’, inductive eddy current sensor and ul-
trasonic sensor) and they established a comprehensive comparison re-
lated to navigation sensor technologies (HF and UHF RFID solutions,
differential GPS Systems, Laser-based navigation systems, Inertial na-
vigation systems and encoders) and among distance measurement
sensors (ultrasonic, laser and Lidar, Electromagnetic induction sensors,
infrared radiation sensors).
Montesinos [126] described another set of IoT applications in ports,
as the one developed to dynamically lighting a CT (smart lighting); the
I. de la Peña Zarzuelo, et al.
Table 3
Co-operative approach in smart technologies in P&T. Source: Own elaboration based on Riedl et al. [160].
Scope / Areas of Interest Goals
Infrastructure Monitor health and status of critical port and terminal infrastructure
Cargo Handling Enhance Productivity by optimizing cargo operations
Intermodal Traffic Co-ordinate vehicle movement to improve traffic flow between port and cargo destinations
Customs and collections Streamline the sharing of cargo and customs information and documents
Safety and Security Control port access and provide detection and early-warning systems
Energy and the environment Reduce energy consumption and monitor environmental impact
Note: (1) Port Authorities and Operators; (2) Terminal Operators; (3) Shipping Lines; (4) Logistic Companies; (5) Cargo Owners; (6) Rail Operators; (7) Barge
Operators; (8) Customs.
one permitting to automatize the gates in a terminal using imaging
processing sensors for detecting truck plates and container numbers and
geolocate them in real time (smart gates); the one detecting the entire
berthing process of a vessel evaluating the maneuver and the provision
of port services gathering operational variables, which can be accom-
plished by other processes of the port (for instance invoicing); or those
intelligence systems that using weather conditions and traffic situation
(flow and density) and/or traffic incidents captured from video cameras
enablement to optimize the traffic service systems and the exchange of
information between the port and city control centers.
PTI [151] described how cloud solutions in port environments may
contribute to meet other goals in ports 4.0. For the sake of an example it
is described how cloud computing will facilitate data sharing and col-
laboration between port stakeholders or will contribute positively au-
tomation processes or the development of Digital Twin Concepts. The
author mentions practical experiences of two Brazilian terminals
(cloud-based collaborative planning platform to share information with
maritime authorities), the new cloud-based IoT system under develop-
ment by Infosys and Siemens for the supply chain industry called
MindSphere or the Port of Antwerp initiative who has developed a
prototype of autonomous drone-boat to guarantee the safe passage of
container ships on arrival and departure (collecting and translating data
using cloud connectivity). Citing Kober [92], it is highlighted in this
work how “cloud-based, collaborative data-sharing platforms” are able to
provide “the real-time visibility and connectivity required to improve effi-
ciency and productivity”, emphasizing the need of key players working
together in support of this end goal.
From a more academic-oriented standpoint, Yao and Yuan [222]
focused their research on the development of smart ports in China while
Kupriyanovsky et al. [100] discussed smart container and smart ports
and how BIM, IoT and blockchain are transforming the digital system of
world trade.
Kamolov and Park [88] described how IoT, Big Data and Cloud
Computing are taking a place in our life every day and how this process
has been replicated in the marine industry. By way of example, these
authors present a system in which using IoT, smartphones and sensors,
it is possible to find vacant places in berths and to help port managers in
the berthing process.
Contemporaneously, Galvis [71] discussed how reefer management
systems can be used in combination of IoT, to optimize energy con-
sumption, and to provide key data such as when a unit has lost power or
has been disconnected, eliminating a major safety risk for operations in
CT. He emphasizes the short time needed for commissioning the system,
the absence of interference with existing infrastructure and operations
and the benefits that the system brings to the owner permitting a fast
track return of investment.
De los Santos [51] presented the digital platform for operations
implemented in Algeciras Port Authority under a holistic intelligent
syncromodality concept. This tool uses IoT and sensors to collect data
from the operational situation of the Port (situational awareness ex-
ecution through image analysis, gate automation, track and trace sys-
tems,…), advance analytics to improve predictability (operational
5
Journal of Industrial Information Integration 20 (2020) 100173
Port Stakeholders
(1) (2) (3) (4) (5) (6) (7) (8)
X X
X X X X
X X X X X X X
X X X X X
X X X X X X
X X X X X X
events planning and virtual management system) and a simulation tool
in form of a Decision Support System (DSS) to maximize the value
creation and optimize the operations (simulation of oceanographic and
environmental variables, Monte Carlo scenarios simulation for port
operations,…). The project has been divided in three phases, the first
with the goal of defining the digital port ecosystem, the second to in-
troduce automation and advance analytics and the last to be developed
for preparing the port Authority for a new era and new businesses.
Vonck [206] discussed the opportunities that the combination of IoT
and 5 G networks created in P&T concluding that IoT is connecting PMI
assets (vessels, containers, cranes,…) with a vast amount of data, using
a wide range of new technologies (drones, robots and ‘cobots’, sensor
technologies, mobile equipment, video analysis, wireless RF technolo-
gies and 3D printing), creating an entirely new business model that has
to be managed strategically.
Finally, Muñuzuri et al. [129] discussed how to optimize, manage
and monitor container transport operations along an intermodal cor-
ridor, combining rail scheduling and inland vessel navigation with the
aid of IoT and the cooperation of the group of stakeholders involved in
the GSC.
In a wider spectrum the use of IoT in the GSC has been addressed by
many authors from theoretical [3,116] practical ([11,86,130] and
[41,87]), risks and security stand point [99,135] or in combination
with other emerging 4.0 technologies as CC [95].
3.1.2. Blockchain
Wang et al. [209] presented a literature review about the use of
blockchain in the GSC and they described that although blockchain
technologies still remain in their infancy, they are gaining momentum
within this sector. These authors pointed out that trust is still the pre-
dominant factor driving their adoption while there are four key areas
for its deployment: extended visibility and traceability, GSC digitali-
zation and disintermediation, improved data security and smart con-
tracts.
The possibility to transform GSC and logistics using blockchain is
also addressed by Tian [190], Korpela et al. [93] and Hinckeldeyn and
Jochen [76]. Su et al. [186] and Westerkamp et al. [213] highlighted
the benefits of using this technology in this sector considering its tra-
ceability, immutability and auditability properties. Chang et al. [44]
focussed on the security and scalability of blockchain in the context of
GSC.
Min [123] addressed how blockchain is gaining momentum in the
GSC, as a strong technology for enhancing resilience in a peer-to-peer
connection between agents and this mitigating the inherent risk and
consequences of third party intervention (including hacking, privacy,
vulnerability in political turmoil, additional costs, cost compliance with
certain rules and regulations or contractual disputes).
At this point there is no doubt that blockchain is another enabling
technology that probably will contribute to the digital transformation
of ports. Although, this is a very promising technology, it is still in its
early stages and its potentiality to transform the GSC and port opera-
tions will be confirmed in the future and PMI's executives need to
I. de la Peña Zarzuelo, et al.
understand its potential impact and implications [103]. Blockchain
requires participants to share information openly with many other
agents in a fully transparent database and this entails trust and con-
fidence among all of them. This cultural change is in many cases is yet
to come.
Romero and Patsioura [169] described the possibility of eliminating
middlemen using the blockchain approach and how some companies
such as T-Mining, Circle or Blockfreight are starting to implement this
kind of solutions in port logistics in different testing projects.
For instance, Blockfreight was the first in offering blockchain solu-
tions to the shipping industry in 2016 using bitcoin technology.
Following this path, the start-up T-Mining has developed and tested a
first prototype for a secure system for container pick up in the port of
Antwerp based on blockchain [78,143].
The Port of Rotterdam has been one of the most active Port
Authorities in introducing blockchain solutions for port operations. This
Port has recently promoted a field laboratory focussed on this tech-
nology with the participation of some banks and universities whose
results, to the best of our knowledge, has not yet been presented [142].
As a first approach, Beije and Jullens [23] analysed the position of
this Port regarding this topic and later Weernink et al. [211] also
scrutinized the potential of blockchain in port logistics using as a re-
ference the experience of the Port of Rotterdam. For these authors, the
current economic trends introduce a huge pressure for improving effi-
ciency, and it forces to optimize the logistics in the entire GSC which
means, to be faster, cheaper, more reliable, visible and integrated. In
this context, digitalization is a prerequisite for logistics and ports have
to play a key role in this transformation, being obliged to upgrade some
of the inefficient procedures, reducing redundancy of information and
still-in-place phone calls and paper-based protocols. Blockchain has
recognized its calling for playing a pivotal role in this revolution and
the benefits of this technology in ports are summarized in building trust
and simplifying transactions (based on counterparties mutual trust
without the need of third parties arranging a deal between two parties),
providing secure data and avoiding frauds (using encryption mechan-
isms), increase the visibility of the transactions in real time (which
means for instance that goods in port as containers can be easily tracked
and traced and dispatching and invoicing processes can be confirmed
almost instantly), allow network extension (more connectivity among
more players increase business opportunities) and permit integration of
supply flows (physical, financial and information flows). However, the
use of blockchain technologies has to overcame some difficulties ex-
pressed by the authors as difficult to adapt (technical and functional
concerns), lack of trust (companies’ resilience to share data becoming
more vulnerable), difficulties on the governance (who has access, who
grants this access to new participants and who owns the data shared in
the platform) and legal and regulatory uncertainty (poor normative
development on new technologies).
PTI [153] confirms that ‘the market for blockchain-based solutions,
especially with regard to container shipping and the global supply chain, has
become highly competitive’. Probably, with more relevance, Maersk and
IBM have also moved forward in this field and they have founded the
joint venture TradeLens to develop a system to track containers and to
reduce the related bureaucratic procedures seeking substantial cost
reductions (the cost of paperwork could represent up to 20% of the
costs of physical transport of the container). This solution aspires ‘to
become a global trade platform using blockchain technology aimed at im-
proving the cost of transportation, lack of visibility and inefficiencies with
paper-based processes’ [214].
While some Port Authorities and ports operators in Valencia [115],
Bilbao [127], Algeciras [102], Montreal [65], Philadelphia [108] or
Hong Kong and Singapore [66] have announced that they will join
Maersk/IBM blockchain initiative; several other ports around the world
are also launching their standalone experiments including the ports of
Marseille in France, Busan in South Korea or Brisbale in Australia [102]
As far as the shipping industry is concerned, other top ocean carriers
6
Journal of Industrial Information Integration 20 (2020) 100173
and leading port operators (MA CGM, COSCO Shipping Lines,
Evergreen Marine, OOCL, Yang Ming, PSA International, …) have
started to work together as a consortium for developing their own
blockchain based Global Shipping Business Network (GSBN) signing a
Memorandum of Understanding last November 6, 2018 [223]. Simi-
larly, the Russian shipping company Infotech Baltika has announced
recently the launch of a project such as this [27].
3.1.3. Drones, robotics and automation in ports 4.0
Automation in the PMI is a growing trend and a relatively wide-
spread process in many environments, but especially in modern CT,
where results indicated a long time ago that automation could improve
the overall performance of the terminal in comparison with conven-
tional terminals [106]. After more than 25 years of developments, ro-
botization of CT has definitively taken off and more than 1100 dri-
verless cranes are in operation worldwide and thousands of Automated
Guided Vehicles (AGV's) carry out transport operations from quay to
yard, becoming a standard product in modern terminals [137].
[122] et al. (2014) addressed general considerations of automation
in CTs reviewing available technologies and highlighting the ad-
vantages and challenges of the automation.
Therefore, needless to highlight the emerging trend of robotic and
automation in P&T and how they are transforming the industry, spe-
cially but not only in the container sector. In fact, Chu et al. [45]
consider the automation as the cornerstone of Ports 4.0.
Benefits of automation are clear. It reduces the number of workers,
minimizes human error and delays in the terminal while expanding
working hours providing 24/7 service. Uncertainties and challenges in
terms of actual costs (both operating and capital expenditure) are also
well known. This counter-balance of pros and cons has made that this
evolution is taking place on a different scale, pace and locations and
there are various degrees of automation which could focus from in-
frastructure (e.g. stacking cranes) to information systems (e.g. yard
management) [166].
In any case, the automation process is being progressive and sus-
tained. As explained in Rodrigue et al. [164] automation started with
automated decision making (yard management) in the early 1990s
pushed first with berth planning models and after with stowage and
yard planning. This was followed by automated gates during the 1990s
and automated tracking and tracing in early 2010s (focusing on a
higher level of integration among different component of the term-
inals). At the end of 2010s automated yard cranes started to be able to
automatically store and retrieve containers along a stacking area. With
the improvement of positing systems and computational capabilities,
the horizontal transport involving AGV's commenced in mid 2010. The
next expected step in automation is the one affecting the quay cranes
topic addressed many years ago by Zrnić et al. [227] but only im-
plemented in recent days as the trials in Pasir Panjan Terminal (Sin-
gapore) reported by Yusof [225].
In terms of market share, it is estimated that semi and fully auto-
mated CT exceeds US$ 9 billion as of December 2017, while it is ex-
pected to reach almost US$ 11 billion by 2023 at a CAGR of 3.7%
during the forecast period. [114]. In accordance with Rodrigue et al.
[165] report, as of mid 2018 there were 53 fully or semi-automated
terminals around the world and they represented 9.1% of all main CT.
These kinds of terminals are on average larger than the traditional ones.
This author also addresses how the size of the terminal might be a
determining factor. Thus, the average size of a fully automated terminal
is 85.5 Has, while a semi-automated is 69.9 Has and 51.2 Has in case of
non-automated major terminals.
Chu et al. [45] addressed the future of automated ports. These au-
thors, based on an extensive survey, stated that those carefully planned
and managed automated terminal could reduce operating expenses by
25 to 55 percent and their productivity could rise by 10 to 35 percent,
overcoming the difficulties and challenges inherent to the automation
process and the transformation from conventional ports to fully Port 4.0
I. de la Peña Zarzuelo, et al.
concept. Relying on this data and considering the accelerated evolution
of automation and robotics in other fields, doubtless a bright future it is
expected to come expanding its presence, not only in CT but also to
other types of terminals as bulk [150] which are considerably lagging
and need to explore ways to increase efficiencies [20].
However, robotics and automation limits are exceeding the well-
known fields of terminal automation. Bilal et al. [31] addressed the
application of robotics and automation within the entire framework of
Shipping 4.0. Their paper discusses a day-to-day port operation of de-
livering on-demand supplies from port to vessels and proposes to au-
tomate the end-to-end delivery process. The solution relies on an au-
tomated boat presenting a detailed framework in the form of system
architecture and subsystem design to realize the solution while ensuring
safety and reliability in transportation.
Additionally, Remotely Piloted Aircraft Systems (RPAS) (commonly
known as drones) have gained great potential in the PMI. Citing some
samples, as declared by Port Operator PSA Singapore, RPAS will be
used for maintenance and monitoring quay cranes and other basic port
equipment, to fulfill ship-to-shore or shore-to-ship deliveries, or to carry
out surveillance for terminal security [217]. PSA is also looking towards
the development of amphibious drones that can operate over and land
on water to inspect wharf side fenders [119].
Tug operator Kotug is already testing both, a remote controlled
tugboat able to sail over a long distance [117] and drones for con-
necting tow ropes between tugs and ships (by delivering a messenger
line to a predetermined location with object recognition software) as a
way of improving substantially the safety conditions of the operations
[94].
The use of RPAS in large construction works (including new port
infrastructure) is widely spread for inspections, mapping and survey
and it is needless to cite port applications in this specific field. RPAS can
be also used for testing air quality, other environmental variables or
ship emissions in ports and they have been effectively used in some
locations, Hong Kong [124,131] and promoted by the European Mar-
itime Safety Agency [62].
RPAS technologies seems to be a real blue ocean and multiple ap-
plications can be found in different terminals. Bexiga [30] states that
certain Port Authorities (e.g. Rotterdam, Hamburg or Antwerp) have
started to established specific regulations and approvals for the usage of
RPAs in port Areas. Moreover, this author has identified eleven areas of
interest for a potential drone utilization: i) inspections of physical
structures and patrolling of security rounds and protect airspace of the
port, ii) routine inspections for maintenance of buoys, pipes, docks,
breakwater cranes, roof-ships and other structures that are con-
ventionally difficult to access, iii) stock measurement to calculate
(bulk) volumetric mass inventory, iv) detection of irregular situations,
leaks or abnormalities through (thermal and gas) sensors, as supple-
mental emergency support without the need to expose people to the
affected areas, v) measurement and control of environmental aspects,
detection of contamination and tracking and monitoring those re-
sponsible for the environmental breaches, vi) mapping and surveying in
construction (port of Halifa), vii) generating audiovisua records of in-
spection for the authorities or for historical archives, viii) supplies to or
from ships with small spare parts, documents or even consumables for
3D printers (i.e. Willensem in Singapore), ix) supervision operations
and risk detention (APM Terminal in Chile), x) public domain inspec-
tion and supervision (Balearic Islands Port Authority in Spain), xi)
maneuvering assistance and escorting.
Last but not least, RPAS technology might potentially contribute to
develop terminal automation as far as drones need light-weight, eco-
nomical, small and energy-friendly electronic devices to control their
operation. All these characteristics concur with the ideal automation
products required on automated terminals and some companies are
researching in this direction [40].
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Journal of Industrial Information Integration 20 (2020) 100173
3.1.4. 3D printing and additive manufacturing
As stated Boissonneault [36], although the maritime industry is
significantly delayed regarding the aerospace or automotive industries,
this sector is experiencing its first steps in developing 3DP AM and this
technology is currently being used to produce custom or small batch
components for both, yachts and sailboats. As summarized by this au-
thor, as an important milestone in February 2018, a first metal 3D
printed part was installed on board a nuclear-powered US Navy aircraft
carrier. Furthermore in December 2018 the large-scale additive expert
Thermwood announced it was validating AM for the direct production
of yacht hull moulds continuing previous works of the company which
had created a full-size pattern used to produce a mold of a sports boat
hull. Following this trend in December 2018 Italian start-up OCore
presented the world's first 3D printed sailboat hull at the Circolo della
Vela Sicilia sailing club. Finally, and most recently, Naval Group and
Centrale Nantes 3D printed the world's first hollow propeller blade in
February 2019.
Moving to the Port side, the Port of Rotterdam (PoR) has also
launched its own ‘Additive Manufacturing Fieldlab’ with 3D metal
printers. In accordance with PoR ‘the aim of this FieldLab is to build up
knowledge itself about additive manufacturing and to implement new (cer-
tified) applications for the maritime and port-related industry’ and it will
serve not only as R&D space but as a production and service center
[177]. The fieldlab is located in the Innovation Dock at RDM Rot-
terdam, a space specially designed by PoR for promoting the usage of
new technologies in which companies, researchers and students can
work together, on any project related with new technologies and its
applicability to the PMI [58]. This Fieldlab referred back to a pilot
project in 2015, in which originally 16 companies and nowadays 28
business and agencies of Rotterdam (included the Port) area researched
about 3DP in the maritime industry, reporting promising results in
developing marine spares (3 [2]). In 2017, PoR in collaboration with
Autodesk, had opened the so called Rotterdam Additive Manufacturing
Lab (RAMLAB) with a pair of 6-axis robotic arms capable of additively
manufacturing large metal industrial parts. It represented a pilot project
to use 3D printing in repairing damaged ships parts of vessels calling in
the port [200].
In 2017, the manufacturing Dutch -based company Huisman an-
nounced a successful load test of a 3DP, 1000 Kg crane hook for use in
offshore lifting operations. The hook had been made using wire arc AM
a method that is increasingly finding application in the maritime in-
dustry and it has been tested to load of 80,000 Kg. [81].
In October 2018, the Maritime and Port Authority of Singapore
(MPA) signed two Memorandums of Understanding (MOU) in order to
promote the application of AM in the maritime industry being pioneer
in using this technology in the sector. The first MOU was signed with
the port operator, Port Singapore Authority International Pte Ltd (PSA),
Singapore's National Additive Manufacturing Innovation Cluster
(NAMIC), and metal additive specialist 3D MetalForge Pte Ltd and it
will focus on establishing a new 3DP facility at Pasir Panjang Terminal.
The second MOU was entered into MPA, NAMIC and the Singapore
Shipping Association (SSA) with the goal of making Singapore a
worldwide leader of 3D printed ship supplies. These two MOUs are
complementary to a first MoU that MPAS signed with NAMIC earlier in
2018 aiming to digitalize 3D printing manufacturing in the marine
sector (3 [1]).
3.1.5. Augmented and virtual reality
AR is not a new concept either and some authors published scientific
works analysing its applicability in the real world, more than 20 years
ago. They addressed how AR outperforms the concept of Virtual
Environments or ‘VE’ [18]. While in VE the users don not have contact
with the real world, in AR the users perceive the real world which is
improved with additional information using devices like smart glasses
[175].
This technology has been developed intensively in other sectors like
I. de la Peña Zarzuelo, et al.
healthcare and medical applications, personal assistance, navigation,
tourism and touring, military applications, design and manufacturing,
maintenance, sports and entertainment [98].
Although, AR it's not widely spread in PMI which only counts with
limited application Nautical Simulation [30] explained hoy it is finding
its way in the maritime sector. Further, Şakar and Sürücü [175] ex-
plained that in a recent survey developed in Q4–2016 among PMI
stakeholders regarding the potentiality and need of certain new tech-
nologies in the industry, the first position was occupied by Cyberse-
curity (41%), but the second was crew training using VE and AR (33%)
which was placed above other key elements as energy management and
emissions (32%) or e-navigation (31%). This leads the authors to define
AR as a ‘blue ocean strategy on port industry’.
There is a lack of scientific contributions in this field in P&T and
only very few practical ones can be found in para-academic journals.
One exception is the project developed at APM Terminals Brazil in the
context of HSE (Health, Safety, and Environment) policies. This term-
inal has developed an AR app for employees, contractors and visitors
(available on their phones) which provided video and 3D information
about risks and safety operations in the terminal and office buildings
[121,188]
Another promising example is the one presented by Easy Marine
[59] who have developed an AR tool that allows the ability to scan and
evaluate information in real time combining real and virtual objects to
improve the perception and level of information received on the bridge
of a vessel easing the docking and undocking operation for pilots and
master. The integrated software combined key information of sur-
rounding objects (other vessels, buoys and other AIDS of navigation,
port infrastructure, etc.…) with hydrographic charts data in a geo-lo-
cated universe which is recreated in 3D to emphasize the perception of
distances. The user, through a single tap can enlarge a flag of in-
formation or add (or subtract) different layers.
Via benchmarking with other similar sectors, Şakar and Sürücü
[175] listed the following potential areas of future development of AR
in port industry: i) cargo handling and warehousing services, ii) term-
inal port planning and port expansion, iii) docking and anchorage
services, iv) geotagging (providing exact location of key elements of
port infrastructure or superstructure), v) multimodal operations, vi)
port operations control, vii) safety and security.
A few more samples can be found in the maritime industry in which
Vasilijević et al. [205] listed a number of applications using AR,
namely: i) ship handling simulators, ii) shipbuilding applications [112],
iii) electronic navigational aids and e-navigation ([25],74,79,125]; and
[148]), iv) dynamic positioning [55], v) under water AR applications
([33] and [128]), vi) inspection, maintenance and repair of vessels
([178,201,210] and [156]) .
3.1.6. Artificial intelligence and machine learning
Accordingly with Cross [48] the top 5 sectors in using Artificial
intelligence (AI) are marketing and advertising, finance, retail and
customer services, healthcare and law applications where software
capable of pattern recognition, fuzzy logic and cognitive learning, are
proving their worth.
However, in accordance with a recent report of the Escola Europea
of Intermodal Transport [60] ports such as Hamburg, Rotterdam and
Singapore are beginning to take up positions and AI tools have been
already developed, to be used in forecasting maritime and land trans-
port operations as well as enhancing traffic control. Thus, deep learning
and neural networks (two of the more spread machine learning
methods) are also being introduced in these sectors.
For instance, Parolas [136] has conceptually developed a system to
predict the ETA for containerships at the Port of Rotterdam using Ma-
chine Learning Techniques (neural networks and support vector ma-
chines). The system combines position data from GPS signals with
weather predictions.
The port of Hamburg has created a Decision Support System (DSS)
8
Journal of Industrial Information Integration 20 (2020) 100173
using deep learning techniques and neural networks capable of pre-
dicting the behavior of land transport. The system forecasts the times
when lorries should reach terminals and the drivers have received a
notice about the expected terminal entrance times. The model supplies
a dynamic forecast of the workload considering changes in the sur-
rounding conditions (road and access route saturation, real ship arrival
time, degree of terminal saturation, etc.).
Fujitsu jointly with the Maritime and Port Authority of Singapore
(MPAS) have developed and tested and AI-based system to analyze
marine traffic risks in the Singapore Strait. The goal of this new system
is to predict potential collisions routes, encouraging vessels to put in
place avoidance measures.
In this package, the initiative related to autonomous surface vessels
(ASVs) navigating without human control or management can also be
added. This project has been developed by Mitsui OSK Lines (MOL) who
are testing Rolls-Royce's intelligent awareness system in its vessels. The
system combines data from onboard sensors with information from
bridge systems looking for a safer, simpler and more efficient way to
operate, this was launched in March 2018 [167,168].
New projects have also been announced to optimize fuel con-
sumption and monitoring Master and strategies and vessels’ perfor-
mance [144].
3.2. Horizontal and vertical integrated solutions and systems in smart ports
3.2.1. Horizontal and vertical system integration and applications through
new standards
PMI has been exposed to horizontal and vertical integration (HVI)
processes from the physical and business point of view for some years
[163,202]. Port Authorities have historically seen to their foreland and
their hinterland trying to connect services vertically [26]. Similarly,
logistic operators have taken broader positions in different links of the
supply chain in the same vertical integration process (Schawb, 2012).
Additionally, terminals and shipping companies have expanded their
activities horizontally by acquiring other companies or creating strong
alliances with other companies or Port Authorities have promoted in-
vestments in logistics platforms, inland terminals or dry-ports to pro-
mote movements throughout their facilities and supports a more effi-
cient access to the inland market both for inbound and outbound traffic
[163]. This trend was exacerbated by the 2008 financial crisis [56].
This integration is not limited to physical or business structures. In
the Industry 4.0 in which physical and digital worlds converged
through cyberphysical systems (CPS), horizontal and vertical systems
integration (HVSI) through new standards is a reality [46]. Real-time
data sharing is enabled by these two types of integration [176]: the
horizontal compromising the inter-company integration understood as
a close and high-level collaboration between several companies,
creating inter-connected ecosystem to achieve interoperability, and the
vertical of intra-company systems interaction, for exchanging in-
formation and collaboration among the different levels of the en-
terprise's hierarchy [10].
Pérez-Lara et al. [138] provides a conceptual framework for asses-
sing the level of systems integration in the Industry 4.0. While vertical
integration requires the alignment of human, organization, equipment
and products and its related systems; the horizontal integration requires
the interconnection among procurement, planning and management
and customer services of the company with its counterparties.
HVSI is materialized in the GSC by virtue or so-called Integrated
Supply Chain Management (ISCM), which includes customer analysis,
purchasing and supplier partnering, inventory management and con-
trol, demand and lead time management, materials management,
manufacturing and re-manufacturing assembly storage and transpor-
tation and order fulfillment [180]. This author indicates that ISCM is
considered a ‘large-scale business strategy that brings as many links of the
chain as possible into a closer working relationship with each other. The goal
is to improve response time, production time, and reduce costs and waste.
I. de la Peña Zarzuelo, et al.
Every link in the chain benefits’. Additionally, the author listed the ben-
efits of ISCM including the improvement of companies understanding of
customer needs and requests, to provide a more cost effective and ef-
ficient management, reduction of wasted material time and re-
dundancies, to lower the risks enhancing competitiveness, to keep up
with the demand and be more flexible to changing markets and getting
early warnings for any problems in the GSC. Specific benefits of vertical
integration lie on better quality control, lower costs and elimination of
middlemen, increased control of market share and raised barriers to
entry for competitors and to eliminate reliance on competitors and
suppliers with conflicts of interest.
Co-operation in ISCM is a key element, and the first step of any
integration process is a close relationship with other partners. This
author describes a three-layer integration process: extended enterprise,
virtual integration and superefficient company. At the first level of in-
tegration, the relationship is improved but some barriers still exist and
only information is shared. In a virtual integration concept information,
systems and software are common. At the last stage, companies not only
share software but the processes themselves.
Simplifying, while examples of HVI can be found in the GSC, in a
broader sense, it is a little bit hard to find academic contribution in this
field, specifically dedicated to PMI in general of P&T specifically, where
the scientific community seems to be paid poor attention and practical
experiences remains generally unpublished.
Generally speaking, when talking about HVI in P&T it is necessary
to bring to the table the role of the Terminal Operating Systems (TOS)
which reveals themselves as the paramount of port integration. Many
vendors have developed specific tools to control and manage port op-
erations in a wide spectrum of activities: from berth to yard or gate
operations, to providing voyage planning and management of opera-
tions tools to assist in scheduling, warehousing and storage planning,
dispatch planning, hatch wise charge or discharge planning or pro-
viding features for reporting, processing EDI output in real time or
accomplishing accounting and invoicing tools, etc. [50].
Willis [216] highlighted the large number of commercial solutions
available, meeting most of the needs of the entire cycle of a modern
terminal and emphasized the need to study carefully, how to choose the
most adequate TOS fitting the needs and requirements of the terminal
in a universe of multiple options.
Saanen [173], Boer & Saanen [34,35] and Angeloudis and Bell
[14,15] remarked the importance of optimizing resources for its im-
plementation in a cost-benefit perspective, testing its consistence and
reliability via emulation exercises and tuning its capabilities to the
same extent possible.
As a matter of fact, TOS have experienced the most important de-
velopments when associated to large CT ([171,172], 2005, [16]) where
these systems have been upgraded with the deployment of S&M and
optimization routines seeking to improve overall productivity by re-
ducing down times, saving operational costs and minimizing un-
productive operations [174]. In fact, while the use of TOS is a standard
pre-requisite in this kind of large terminals, the market place for using
TOS in the bulk sector is not clearly established [198].
This view is shared by [215] who stated that the more challenging
P&T systems integration process, is the one related to terminal auto-
mation, where it required a reliable and well-structured, timely in-
tegration of all components and sub-systems with extensive testing and
training with emulation tools where the numbers of features, interfaces
and protocols are increasing constantly
Notwithstanding the above, TOS have been exported to small and
medium sized terminals [43] and TOS boundaries have been super-
seded, they are also available to manage dry or liquid bulks, breakbulk,
general cargo, RORO or multipurpose terminals [50].
Krantz [97] explained how the Port of Hamburg has integrated four
different systems in a unified network. The integration reached a stand-
alone radar system, train traffic management system, telephone com-
munications and port's IT platform, it brought a significant cost
9
Journal of Industrial Information Integration 20 (2020) 100173
reduction (i.e. the number of network management devices has been
halved from 400 to 200 and the numbers of onsite servers were reduced
from 242 to 48, while telecommunications between agents of the port
can be made directly agent-to-agent, without the need to pass through a
centralized system).
The principle of systems integration is also used on infrastructural
applications as those developed by Trelleborg Marine Systems, com-
bining the docking, mooring and environmental systems into a global
Marine Monitoring System, distributed to different agents involved in
port operations and supervised from the control room or on the jetty
[197].
In accordance with Chu et al. [45] Port 4.0 will be powered by
artificial intelligence, optimization through advanced analytics, and
dynamic scheduling. Thus, real-time berth planning, predictive main-
tenance for key assets, automated yard planning and demand planning
at gate will be fully integrated. These authors states that “every
player—terminal operators, trucking companies, railroads, shippers, logistics
companies, and freight forwarders—will be connected to optimize not just
the port itself but also its entire ecosystem”.
3.2.2. Simulation and modelling in PMI
In his PhD Thesis, de la Peña [49] described in detail the history,
evolution and future perspectives in the use of S&M techniques in port
management. Later, de la Peña et al. [50] reviewed the role of S&M in
the PMI providing practical experiences and outlook for the new gen-
eration of ports 4.0.
For these authors, there is no doubt that within the nine pillars of
Industry 4.0 defined by Rüßmann et al. [170] S&M tools are the most
extensively addressed by researchers. In Fact, S&M has been used in
ports, terminals and maritime industry since the mid-twentieth century.
Nowadays, they are an indispensable tool in the stages of planning and
design of terminals, as well as in their daily management. As a con-
sequence there is a vast scientific production which is periodically
updated covering six key elements (table 4) with multiple angles and
approaches: type of terminal, paradigm, specificity, underlying tool,
scope (Fig. 3) and approach (Fig. 4).
3.2.3. Energy solutions in ports 4.0
Energy consumption savings and efficiency is currently one of the
pillars of the smart ports and the industry is developing solutions from
both conceptual and theoretical standpoints. Some examples in con-
nection with IoT has been described in previous sections.
As early as 2012, ABB commissioned the first shore-to-ship power
system in the port of Gothenburg (Sweden), with the goal of reducing
Table 4
Schematic classification of simulation modelling in port and maritime industry.
Source: own elaboration based on de la Peña et al. [50].
Key elements Classification
Type of terminal Container Terminals (‘CTs’)
Liquid Bulk Terminals (‘LBT’)
Dry Bulk Terminals (‘DBT’)
Others (RORO, automobile, passengers,…)
Paradigm (Simulation Approach) Discrete Event Simulation (‘DES’)
Agent Based Simulation (‘ABS’)
System Dynamics (‘SD’)
Specificity General Purpose Systems (‘GPS’)
Specific Purpose (‘SPS’)
Underlying tool Programming Language
Simulation Language
Simulator
Scope Isolated resolution Models
Combined resolution Models
Integral models
Approach Strategic Models
Tactic Models
Operations Models
I. de la Peña Zarzuelo, et al.
Fig. 3. Scope of simulation: isolated, combined and integrated problems resolution Source: Own elaboration.
greenhouse and noise emissions as well as vibrations in the port area. In
this line, an adequate design of electrical port grids integrating power
and automation systems of port and vessels, helps to minimize con-
sumption while increasing productivity. The system described in
Bernacchi [28] has been successfully implemented in other multiple
Fig. 4. S&M in PMI problem classification considering approach and location.
Source: de la Peña et al. [50].
10
Journal of Industrial Information Integration 20 (2020) 100173
locations Rotterdam (The Netherlands), Delamira (Malta), Dalian
(China) Ystad (Sweden), Fincantieri (Italy) and Moin (Costa Rica).
Lamberti et al. [101] presented a feasibility study to exploit re-
newable energies and energy storage devices, typically installed on-
board pleasure boats to transform harbors and ports in energy districts
I. de la Peña Zarzuelo, et al.
able to exchange energy with the grid.
In the same package of intelligent and environmental friendly en-
ergy solutions, Thaver [189] describes how Philips has developed a
solution for the Port of Hamburg, based on IoT and sensors improving
safety and reducing cost and emissions. The system enables the port to
use light on demand, to adjust lighting requirements to the actual
weather conditions, to implement intelligent dimming solutions, or to
manage incidences and assist the port in emergency situations. Smart
lighting and LED technologies can be also found in many other ports
and terminals.
As part of the Climate Action Plan in which some US Ports embarked
on, a program to use IoT and smart sensors to detect and stop wasted
energy in buildings and other port infrastructures was launched by Port
of San Diego with the ultimate goal of reducing greenhouse gas emis-
sions [161]
3.2.4. Smart asset management
The convenience of using Asset Management Tools (AMT) for the
optimal allocation of resources in management, operation, maintenance
and preservation of assets were described by FHWA [68] and Vanier
[204]. In a set of interesting works, Too et al. [191] and Too [192]
addressed the issue from a strategic point of view and Too [193,194]
and [196]] and Too and Too [195] discussed their capabilities, chal-
lenges and different approaches.
Data collection for supporting decision processes in AMT is a key
element [69] and Industry 4.0 has definitely changed the way in which
such data is captured. Traditional inspections have been displaced by
sensoring solutions transmitting data in real time, minimizing the
human error and allowing to develop integrated intelligent systems as
part of Asset Management Services (AMS).
AMT were identified by Siror et al. [179] as a typical application of
IoT in P&T. They help to put in place a strategic preventive culture and
they are a key for reducing overall costs of terminals and to increase the
reliability and performance of port infrastructures and equipment. It
maximizes lifetime and enhances safety [182] and it is a contributor for
eefficient cost management in shipping and port environments ([133],
pp: 99)
As a way of example, the Port of Hamburg deployed technology in
monitoring some bridges in the port area. A combination of structural
and environmental sensors (cameras, tilmeters, strain gage sensors,
accelerometer, access point and air quality monitoring) permits
knowing in real time the actual condition of the bridge and how either
the traffic or weather conditions affect it. The data is collected by all
these sensors and they are reported on line to a SAMT to help port
managers to optimize the life cycle of these assets, selecting and
prioritizing preventative measures and reducing downtime and costs of
maintenance [218]
Similarly, the Port of Rotterdam has developed its own Port Digital
Assets Tools for optimum assets management, which helps the Port
Authority to evaluate deterioration models for quays and assets, to
develop more efficient and smarter dredging (reducing the cost up to
10%), to count with an intelligent database with complete information
on the assets, to agree on repair and maintenance schedules with clients
or to plan budgets and risks for asset management. The economic and
operational benefits of this tool are summarized in Buck [39] and de-
scribed in detail by Voogt [207] who emphasized the advantages of
sensoring versus inspection (using IoT in assets management), the po-
tential of predictability from the risk-analysis and the positive con-
tribution of this tool in order to develop a 'Digital Twin' of the port
[154].
Digitalization is disrupting many industries, it offers new opportu-
nities for AMT and AMS [9]. A new concept has emerged under the
label of Smart Asset Management Tools (SAMT). Thus, the deployment
of intelligent structural monitoring on critical infrastructure is a
growing trend in which many P&T are embarked. Some intelligent
systems are helping to manage port assets and they are being integrated
11
Journal of Industrial Information Integration 20 (2020) 100173
successfully in the scheduled and unscheduled maintenance plans.
SAMT may help Port Operators to minimize downtime and extend the
life of its assets [47].
Many elements has been included in SAMT like dock gates (gath-
ering data about forces on the gate during operation), automated ve-
hicles (reporting speed of operation, fuel consumption and maintenance
needs), cranes (measuring deformations and loads supported by their
structural elements), port pavements (alarms of surface anomalies or
degradation), mooring facilities and fenders (monitoring loads or
helping pilots in vessel approach, monitoring during mooring opera-
tions), dolphins or piles (providing actual load information), winch
tension systems, container weight system and spreader based weighing
systems (to ensure compliance with container weight verification reg-
ulations), etc.…
As stated by Strainstall [185] modern SAMT is a software combining
sensors, data acquisition and processing techniques and they are
broadly used in civil engineering applications (bridges, tunnels, rail-
ways, wind turbines or buildings monitoring). They have been suc-
cessfully exported to the PMI sphere in many extents, for instance
Container Weight Systems adopted on Stradle Carriers [183], Jetty
Monitoring and Management Systems to manage different structural or
operational features of berths and mooring facilities [184] or global
SAMT for Port and Terminals which are fully integrated with Terminal
Operating Systems [64].
As a new trend, the use of SAMT combined with Building
Information Modelling (BIM) technologies in the early stages of new
developments facilitates the construction of 3D models of the assets and
later on to harness information using sensors once in operation [47].
3.3. New challenges
3.3.1. Cybersecurity
It is clear that cybersecurity has called the highest level of attention
of port and maritime leaders in recent years and it is a primary topic on
the agenda of most of the ports [22,37,38,72,89,107,141,157,212].
The threat is great and growing [84] In fact, relevant organizations
such as IMO have declared the ‘urgent need to raise awareness on cyber
risk threats and vulnerabilities, to support safe and secure shipping, which is
operationally resilient to cyber risks’ encouraging ‘Administrations to en-
sure that cyber risks are appropriately addressed in safety management
systems, no later than the first annual verification of the company's Docu-
ment of Compliance after 1 January 2021‘ (IMO Resolution MSC.428–98
adopted on 16 June 2017).
Currently many organizations have published standards to address
the cybersecurity issue as the NIST Framework [132], the ISO/IEC
27,001 or BS 7799–2. Following this trend, many shipping and orga-
nizations have published guidelines and recommendations specifically
designed for this industry ([32,80] and [140]). Similarly, public au-
thorities such as the US Coast Guard (USCG) have also addressed the
topic by requesting the inclusion of cybersecurity in their Facility Se-
curity Assessments and to address any vulnerability in this field in their
Facility Security Plans regulations (USCG Navigation and Vessel In-
spection Circular NVIC 05–17entitled ‘Guidelines for Addressing Cyber
Risks in the Maritime Transportation Security Act (MTSA) Regulated Fa-
cilities’).
There are several reasons for this increasing interest in cyberse-
curity in the port sphere:
First, as an essential link in the global supply chain, seaports and
terminals are considered critical infrastructures, jointly with other
transport, energy or telecommunication networks. As such, they are
potential objectives for criminal attacks and terrorism [38,72,96].
Second, in a global world, the consequences of a cyberattack af-
fecting a single terminal can be quickly spread to the entire supply
chain affecting many others players who will also suffer the negative
consequences [108]. Thus, we are facing a global threat with the ex-
traordinary capability of being expanded. As pointed out by Duck [57]
I. de la Peña Zarzuelo, et al.
the impact of a cyber-event can cascade across an Organization (and
outside of it), reinforcing the magnitude of its impact.
Third, in the wave of the fourth industrial revolution, cyberattacks
are one of the main forms in which severe threats can materialize.
Cyberspace is a vulnerable ecosystem made up of combined networks,
through information and CPS using electronic computer-based and
wireless connections [8,38]. As far as automation and other technolo-
gical developments are inevitable in ports, they are more exposed to
cyber threats and they have to ensure data and systems integrity since
attacks can be easily spread via WiFi or other data networks [53]. This
is particularly relevant in modern container terminals due the high
dependence of these kind of terminals on information and commu-
nications technologies and even more so in automated terminals since
automation relies on many control systems to manage the operation
and complex networks, sensors and actuators are integrated and con-
nected with the control room where the use of Terminal Operating
Systems (TOS) plays a pivotal role in the entire operation [21]. How-
ever, cyber risks are not exclusive to container terminals, other ones,
such as bulk terminals are also affected by these cyber-threats [159].
Fourth, the large number of players involved in the entire supply
chain (many of them with presence in the port), the multiple devices,
sensors and systems interconnected in the new Ports 4.0. offers mani-
fold gates for cyber-criminals to materialize their attacks increasing the
vulnerability of these assets [53].
Port, terminals and maritime companies have made major invest-
ments in information technology (IT) and the cybersecurity associated
to them. However, cybersecurity has not been extended to companies’
operational technology (OT) such as industrial control systems or su-
pervisory control and data acquisition (SCADA) systems. Although in
the past, OT systems lived isolated from IT networks, with the rise of
Big Data, Data Analytics and the IoT, there is a growing trend to in-
tegrate IT and OT to improve operational efficiency and competiveness.
[4].
As highlighted by Duck [57] everything which is connected to the
internet is vulnerable and can be hacked. Today, everything is con-
nected to the internet. Ports are not an exception to these rules. But not
only, the risks arise from components of the terminal but attacks might
come from systems used by the terminal and outside of its control, for
instance disruption on the global navigation satellite system (GNSS)
and Global Positioning Satellite (GPS) [84].
Fifth, cyberattacks in ports are not hypothetical or theoretical risks.
They are a reality.
As early as June 2011, drug traffickers found a breach in the se-
curity of the container management system of the Port of Antwerp
(Belgium) and finally in October 2013 they hacked the systems by being
able to hide drugs in the containers of legitimate cargos [38].
As reported in the Port of Rotterdam [145], in December 2011, the
computer system of the Tax and Customs Administration used for re-
porting import and export goods in the Port of Rotterdam was down
and as a consequence ships and trucks were unable to set out. Later, in
November 2016 the port of Rotterdam informed of another ‘major cy-
bersecurity incident’. As a consequence, the Port of Rotterdam appointed
as “Port Cyber Resilience Officer” the Harbour Master to be sure that
‘everyone in an around the port pays attention to cybersecurity’.
In July 2017 A.P. Moller Maersk suffered the consequences of the
global cyberattack named “Peyta” and it reported that all its business
units (including shipping and ports affecting 17 hacked terminals all
over the world) were severely affected [53]. The CEO of the group
declared ‘We expect that the cyber-attack will impact results negatively by
$200 to $300 million’ [134]. Other cases have also been reported. The
Barcelona Port Authority (Spain) suffered an attack on the 20th of
September 2018, the Port of San Diego (CA, USA) experienced another
one just a week later [108,159] and Cosco Shipping-affiliated terminal
at the Port of Long Beach suffered a ransomware attack in the same year
[159]
Sixth, cyberattacks can harm in many ways, the normal operation of
12
Journal of Industrial Information Integration 20 (2020) 100173
the port affecting the so-called cyber-resilience. Boyes [37] grouped in
three sections the attributes potentially affected: i) quality of the in-
formation and validity of the system configuration (integrity-utility-
authenticity), ii) controlling access and normal system operations
(confidentiality-possession) and iii) continuity of operations and safety
personnel and assets (resilience-safety-availability).
Last but not least, the number of potential cybercriminals with
different motivations for hacking the systems and producing damage is
very large: organized criminal rings as the drug traffickers above
mentioned, terrorists, hacktivists, industrial spies and competitors,
disgruntled staff and insiders, enemy states and foreign intelligence
[21]. Moreover, the attack might not be introduced by a cyber-criminal
but by oneself, if involuntarily introducing a virus in the system by
opening an infected file, which was not sent specifically to attack the
terminal [57].
Under this scenario and further to NIST Standards defining a
common framework for cybersecurity based on five pillars (Identify –
Protect – Detect – Respond – Recover), some authors ([32,141] and
[22]) have highlighted in the port industry the need of: i) identify
vulnerabilities, barriers and gaps in security standards on ports and in
the entire supply chain, ii) identify port threat scenarios analyzing
potential cascading effects in their supply chains, iii) assess risk ex-
posure, iv) define self-protection and detection measures implementing
preventive tools, v) carry out a periodic updating, auditing the cyber-
protection and vi) develop contingent and recovery plans from cyber
security incidents..
As pointed out by Dingeldey [53] in order to prevent cyberattacks it
is deemed necessary to carry out some measures as ‘regular operating
system updates, stronger passwords, secure satellite connections, resilience
exercises, information sharing, and employee awareness campaigns should
be practiced’. For this author the human factor has to be conveniently
considered, since it plays a pivotal role in mitigating the risks and the
main access for cybercriminals to enter into the terminal systems.
However, despite the relevance of this matter and the impact of
cyberattacks in ports and terminals, there is still few academic pro-
duction on the field and works as Beaumont and Wothusen [21] who
disserted about the impact of cyber-attacks, using Discrete Event Si-
mulation (DES) techniques are the exception and only very recently
comprehensive and compiling research studies has been published (i.e.
[141] and [22]).
Additionally, other authors such as Backer [19], highlights that al-
though the risk is real and increasing and some ports have suffered
attacks, the industry seems to rely more on recommendations, rather
than taking proper actions. In line with this, Adamopoulos [6] points
out how cybersecurity is a tricky risk from the legal standpoint, if de-
legation of responsibilities and contractual obligations are considered,
which has pushed BIMCO to work on a cybersecurity contract clause,
similar to those adopted in other sectors, expected to be ready by 2019.
Therefore, and despite the recent efforts of some ports and term-
inals, it is clear than a lot of work is pending to be done related to
cybersecurity in the port environment in both, academic and practical
ground and new opportunities will arise for those researchers and
practitioners exploring this niche for the future field. Considering the
nature of the risk, vulnerability of terminals complexity of the involved
agents, most of the coming initiatives will be co-operative and the ap-
proach has to be through co-operation [145] as the one recently an-
nounced by the Port of Amsterdam to establish a cyber hotline and the
creation of the CYREN network, (Cyber Resilient North Sea Canal Area)
to collect information about cyber threats and share this with its af-
filiated companies [181].
3.3.2. Connectivity, standards and federated database systems of multiple
stakeholders
As far as the trend of using wireless solutions in ports and terminals
is increasing, there is a general consensus that one of the main chal-
lenges for future developments of ports 4.0 is connectivity and data
I. de la Peña Zarzuelo, et al. Journal of Industrial Information Integration 20 (2020) 100173

sharing (speed, capacity, reliability and security). its implementation.

Jardas et al. [82] analyzed different typologies of communication The scientific community has to join efforts with practitioners to
standards, providing wireless communication technologies comparison deepen the study of cases of success and to develop new products and
(ZigBee, WiFi, RF, 4 G and 5 G) concluding that while WiFi solution services. Public Authorities and Agencies are contributing to the ex-
seems to be the most popular solution in automated ports (due to its pansion of the Port 4.0, but in some aspects regulations have to be
wide-coverage and broad-bandwidth advantages), RFID is used when further developed.
wireless transmission requires achieving long distances (it ranged up to In order to help practitioners and scholars in this process, it is
20 km) and 4 G and 5 G represents the fourth generation and they are suggested for future researches to carry out a new work in which the
more and more used due to two advantages: lower costs of infra- different nine pillars of the industry 4.0 are analysed considering the
structure for Port Authorities (network developed by national opera- practical elements of port activities. Therefore, a cross-referenced
tors) and better coverage and flexibility than its antecessors. survey could be conducted describing how each of these nine elements
New research efforts are able to assess the impact and applicability are implemented in different port functions such as services to ships
of Low-Power-Wide-Area Networking (LPWAN) (application in port (i.e. berthing, dry-docking and repairs, etc.) and services to merchan-
functions requiring small amounts of data during long periods in order dises (handling, warehousing, access to inland distributions systems…).
to reduce battery consumption) such as Narrowband-IOT, LoRa devices
and LoRaWAN protocol (who has been tested in Barcerlona Port Author statement
through triangulation) or Sigfox (network used to sea-freight containers
in real-time). Dr. Ignacio de la Peña Zarzuelo: Conceptualization, Methodology,
The necessity of faster, more reliable and more secure networks and Data curation, Writing- Original draft preparation, Visualization,
the strategic role of 5 G mobile network technologies in P&T is ad- Formal Analysis, Investigation, Validation, Supervision, Project ad-
dressed by PTI [155] which emphasized the flexibility of this tech- ministration and Editing.
nology which is able to evolve, adapt and grow. Dr. María Jesús Freire Soeane: Investigation and Writing-
APBA [17] underlined the increasing data flows requirement in Reviewing.
automated terminals and the need to support such developments via Dr. Beatriz López Bermúdez: Investigation and Writing-
5 G, in which the fast and high bandwidth is key to meet dozens of Reviewing.
actors sharing information during loading and unloading operations.
Practical testing experiences have been reported by the Port of Ham- Declaration of Competing Interest
burg [77,118], Rotterdam [152], Livorno [63,146] and Qingdao [120].
Finally, to the best of our knowledge there is no any specific re- None.
search paper addressing the used of federated database systems in a
port environment where multiple stakeholders work together. Probably Appendix
the above addressed concern about sharing sensible commercial in-
formation and security reasons might be behind the lack of experience List of Acronyms
in this field.
3DP 3D printing.
Conclusions and new research areas AGV Automated Guide Vehicle.
AM Additive Manufacturing.
While the academic production in S&M and Automation is mature AMS Asset Management Services.
and that they started to be covered decades ago, there is a clear AMT Asset Management Tools.
asymmetry with other essential elements of Industry 4.0 in PMI, where AR Augmented Reality.
literature is based on simplistic and isolated practical experiences, re- BA Business Analytics.
ferred mainly by practitioners, vendors, terminal operators or Port BD Big Data.
Authorities in their respective websites, industry-magazines or news- BIM Building Information Modelling.
letters. CC Cloud Computing.
IoT and sensing solutions jointly with HVSI throughout TOS have CPS Cyber-physical systems.
taken the lead in other emerging technologies. Other elements as CT Container Terminal.
blockchain, 3DP, AR, BD or AI have not evolved sufficiently from the DSS Decision Support System.
academic point of view and although some experiences have been re- FBG Fibber Bragg Grating.
ported and commentators and practitioners consider them as ‘blue GPS Global Positioning System.
oceans’ with high potential in the PMI, there is still a long journey to HVI Horizontal and Vertical Integration.
travel for their consolidation. HVSI Horizontal and Vertical System Integration.
Cybersecurity and trust for sharing information in a hyper-compe- IoT Internet of Things.
titive cyber world seem to be the main barriers for the definite taking- ISCM Integrated Supply Chain Management.
off of these new technologies. Full co-operation and coordination LPWAN Low Power Wide Area Networking.
among P&M stakeholders would be the cultural change that the in- M2M Machine to Machine.
dustry has to face. MOU Memorandum of Understanding.
In addition, in accordance with scientific production, this asym- MPAS Maritime and Port Authority of Singapore
metry is also noted geographically and if the size of the ports is con- MSs Management Systems.
sidered. While some large P&T specially in Europe (Amsterdam, NFC Near Field Communication.
Rotterdam or Hamburg are the best examples) and Asia (Singapore is P&T Ports and Terminals.
leading these emerging technologies in the region) are embarked in ‘4.0 PMI Port and Maritime Industry.
projects’ this wave is just starting in America or is yet to come in other PMS Port Management System.
areas and/or in small and medium sized environments. RD Research Databases.
For this second area of asymmetry, investments barriers might be RFID Radio Frequency Identification.
the key issue, but accessibility is gaining momentum and the more RPAS Remotely Piloted Aircraft Systems.
players that join new PMI-4.0 projects the more synergies will facilitate

13
I. de la Peña Zarzuelo, et al.
RTLS Real-Time Locating System.
SAMT Smart Asset Management Services.
SIMS Ship Information Management Systems.
SM Simulation and Modelling.
SOA Service Oriented Architecture.
TOS Terminal Operating Systems.
WSN Wireless Sensor Networks.
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