Machine Translated by Google

International Journal of Open Information Technologies ISSN: 2307-8162 vol. 8, no.3, 2020

Smart technologies in ports and shipping,

as linked digital twins of shore and ship in a
multimodal environment
A.A. Klimov, V.P. Kupriyanovsky, V.V. Alenkov, K.O. Anisimov, A.B. Volodin, Yu.V.
Kupriyanovskaya

the need for adaptation will be even more pressing, and it

Annotation— This article deals with the digital transformation in will determine global competitiveness.
shipping. One of the main challenges facing the shipping industry today
is the need to adapt to the digital age. Digital or smart delivery is here
and it will change the way this business is run. Currently, all shipping
In fact, the first big challenge that the shipping industry
companies are striving to make their ships more efficient and more
has to face is the need to adapt to the digital age. Digital or
adapted to the realities of today. Although everyone is trying to improve
the efficiency of the ship, too little attention is paid to the efficiency of smart delivery is already here and will literally change the
the ports. way this business is run. Smart delivery is not something we
are discussing for the future; this is what is happening now.

It is obvious that there are huge reserves for improving work efficiency.
The introduction of smart devices capable ofports.
exchanging
real-time data, has changed various business models and the
management of supply chain operations. However, ports often do not
provide all the information necessary for the efficient operation of ships.
On the other hand, ports are often
and do not have the information they require for efficient service; when
the ship arrives, whether it is delayed or when it does not arrive at the
port at all. Solving these problems is a simple premise for the
development of an industry that moves 90% of the world's trade goods.
This is what opens up new digital stages today.
never-ending development of this industry. The description
of technologies and prospects of this process is devoted to
real article.
Technologies such as IoT generate huge amounts of data
(big data) that are collected
from ships, and of course there are many other external
sources that can create an even richer data set (weather
data, AIS, ERP, PMS, etc.). The only way to effectively
manage this data and transform raw signals and scattered
information into valuable andofactionable
the power knowledgeand
artificial intelligence is to use
machine learning. The latter also implies the exclusion of a
person from navigation, mooring, loading and unloading
operations.

Keywords —port, digital twin. Currently, all shipping companies are striving to make
their ships more efficient and more adapted to the realities
of today. Although everyone is trying to improve the efficiency
I. INTRODUCTION
of the ship, too little attention is paid to the efficiency of port
Shipping and ports is an industry that never stops. There calls. Where further efficiency and can be achieved.
is a constant need for adaptation in order to survive, as the
basic parameters are constantly changing. Those who
manage to adapt quickly are those who have a competitive
advantage. In later years Obviously, we don't have every day all the ports work as
efficiently as we want, or they don't transmit the information
we would like to have. On the other hand, ports do not have
Article received February 10, 2020.
the information required by the ship; when the ship arrives,
A.A. Klimov – RUT (MIIT) (email: aaklimov1961@gmail.com) whether it is delayed or when it does not arrive at the port at
V.P. Kupriyanovsky -
ROUTE (MIIT) (email: all. This simple premise of the development of the industry,
v.kupriyanovsky@rut.digital)
V.V. Alenkov - Deputy Chairman of the Government of the Sakhalin Region
(email: alenkov@mail.ru) which moves 90% of the goods of world trade,
K.O. Anisimov - RUT (MIIT) (email: anisimov.ko@miit.ru) opens today with new digital stages of its never-ending
A.B. Volodin - RUT (MIIT) (email: ab.volodin@mail.ru)
development. Description of technologies and
Yu.V. Kupriyanovskaya - independent researcher (email:
piccola@yandex.ru) This article is devoted to the prospects of this stage.

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II. SMART PORT parties to their clients;

The introduction of a smart device capable of real-time data exchange • Reduces paper flow by distributing information electronically;

has changed various business models and the management of supply chain
• improves as a general tracking and
operations. The reasons for this are called digitization and automation, which
performance tracking;
• going on promotion efficiency, reduced
leads to improved performance. transit time, improved integration with third parties (eg customs,
These two factors mentioned earlier have changed the concept of the railways).
logistical transition of one sector from physical to digital [1-18]. Data
dematerialization has eliminated the chain of costly physical documents,
while automation has increased security and efficiency.
A. The role of big data in a smart port
The use of intelligent (IoT devices) has made it sensor
possible to receive and store a huge amount of data (big data) managed by
a cloud or other digital base.

data.
The data comes from different areas of ports such as: berths, cargo
yards, gates or IT systems such as: Port Community System, Terminal
Operating System and Digital Platform

interested parties.
The result is a clear understanding of the core business process,
highlighting inefficiencies and being able to predict the market and develop
Rice. 1. Stages of development of ports [21] creating forecast model, specific KPIs.

In today's forecast, the main logistics

nodes represented by seaports and dry
ports”, are changing their business rules and models, moving from “industrial
or logistics centers” to the advanced concept of “intelligent digital ports”,
based on a digital platform and IoT, which develops real-time data collection
and exchange capabilities.
B. The role of automation in a smart port
The role of automation in the logistics system is obviously
is to simplify and speed up access to the terminal through entry and exit
operations, resulting in improved security, truck accounting and form analysis.
This increases the capacity of the port with the same physical parameters by
tens of percent, which has a direct and rapid economic effect [22].

The main characteristics of the advanced intelligent digital port are

presented in the following aspects [21]:
Also for government organizations such as customs, increased levels of
• combination technologies i widespread automation and digitization represent an important asset to improve risk
common processes for collecting/distributing data and information management, and when searching for containers for investigation, allowing
to manage operations within, within and information to be exchanged between customs, which implies

outside the port;

• Processes must be shared and not end-to-end transport perspective of development.
only by operators, but also by the entire community, stakeholders, First of all, the real question remains what the port wants
everyone to achieve by becoming smart, in other words, what
is strategic imperative.
public and private;
• integration with the surrounding Smart Territory (city, region, country) the strategic goal should go beyond mere efficiency gains and focus on a

and with intelligent transport infrastructure (roads, railways, rivers). holistic long-term strategy where revenues are generated from smart
applications that enable the transition of digitally aware services. This
problem is exacerbated by the great diversity that exists between ports, for
to
example, it is sufficient to compare
consumer
a wholesale
companiesport with a container port.

The main advantages of this approach are [21]:

• faster response times to requests and movement of goods through

port operations;
• cost of processing goods is reduced;
• faster stakeholder response time

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III. TERMINAL PORT AUTOMATION - CURRENT

STATE AND TRANSITION TO SMART PORT
Since the advent of containerization, mechanization
has become an ongoing process for cargo terminals,
equipment has constantly more
been developed. efficient
Those intermodal
weren't

less, all The equipment must

must be operated by qualified personnel such as crane
operators and drivers. Since the 1990s, there has been a
rapid increase in automation in the face of growing global
trade. In conjunction with
the growing size of ships, this stimulated the ports
Rice. 2. General architecture of cargo terminal automation
increase their productivity, namely their throughput and [22]
ship turnaround time, which has become 30% longer
than standard terminals. Another important factor was A. Cargo yard automation
the wide range of technologies that allow integrating Several processes can be automated inside the cargo terminal. Container
Spread information information yard management has been automated for decades thanks to information
and physical systems, gradually moving to the principles systems for managing the stacking of incoming and outgoing containers.
of the physical Internet. Horizontal use

How port, So i intermodal be traffic automation includes the use

terminals
railway can be automated in accordance with similar
automatic guided vehicles (AGVs) such as two-seat transporters or shuttles.
These vehicles deliver containers back and forth from automated stacker
principles and technologies, since automation
cranes (ASCs), which are
revolves around container handling; standard unit of load. The container
thus becomes the unit around which physical and information processing
systems are built and organized. Automation can be comprehensive, when
rail-mounted gantry cranes handling stacks of containers that are usually
several stages of terminal operations are involved, or specific, when only
aligned perpendicular to the pier. The pier side of the stack is used to load
one stage is involved at a time. For new terminals (new projects), complex
and unload containers coming from the pier, while the gate side of the stack
automation is becoming the standard, while existing terminals choose to
is used to pick up or deliver containers to or from the terminal gate. Such
selectively automate part of their operations, since complex automation can
movements are usually performed on trucks and chassis. Yard automation
be very disruptive and costly. Automation includes three main dimensions;
requires container locating systems that can automatically locate all
within the terminal (yard), its interface and at the forefront of relations with
containers in the terminal using sensors at any time. This ensures their
the outside world (foreland, Figure 2) and in the interior of the terminal
effective
(hinterland, Figure 2) [22].

management, namely making them available to

quick retrieval for loading on a ship or receiving for internal distribution [22].

We present the general architecture of cargo terminal

automation in Figure 2. Note that it is at the forefront of
relations with the outside world (foreland, Figure 2) that B. Terminal interface automation

there are joints with shipping, railways and road transport
in their digital development options, such as autonomous
driving (without a crew). , driver or driver). See
[1,9,12,13,14] for examples of this. The upper transactional
connecting part through blockchain technologies is
extremely important, and its detailed presentation can be
found in [4,7,10,11,12,22]. Some of these concepts that
are important for understanding the essence of the
positions proposed in this article will be discussed.
Automated docking systems are capable of quickly docking and undocking
a ship, reducing ship turnaround times. Automated ship cranes (ASSC) are
automatic versions for standard containers that are controlled remotely. The
operator can operate several cranes instead of one. For intermodal terminals,
automatic intermodal cranes are a modified version of ASC, which is usually
wider as their services include both loading, unloading and stacking
equipment. Automatic gate systems

Further.

(AGS) have become widespread thanks to

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significant benefits they provide. This requires documentation they
to be provided electronically before anything is raised or lowered at
the terminal, reducing processing time and reducing the risk of errors
with associated delays.
AGS typically rely on optical character recognition and RFID to
quickly collect data on incoming and outgoing containers. Photos of
containers and equipment can also be automatically taken and saved.
This significantly accelerated the shutter time, which is a common
obstacle in the operation of the terminal. In addition, truck drivers can
use mobile technology to schedule appointments to pick up or drop off
containers, and even change equipment such as chassis [22].
Distribution of key port terminal automation technologies by years
is shown in Figure 3. The total number of automated terminals is also
shown by year in Figure 4.
Rice. 3. Distribution of key technologies of port terminal automation
[22]
Rice. 4. The total number of automated terminals [22]
C. Automation at the forefront of relations with the outside
world and with the port hinterland
Refers to automation processes that are not directly related to
terminal automation but can support its benefits. Although for the
foreseeable future, automatic ships are possible
while in limited versions, many aspects of ship operations have been
automated (control
thrust and power, ballast, etc.), which greatly reduced the size of the
crew. The same problem applies to
rail transport (control systems, etc.). FROM
alarm, intersections, etc.
automated trains that are a tangible reality as they operate on their
own tracks (automated trains are already common to public transport
systems). The introduction of automated container transport between
terminals and their hinterlands is a clear possibility, especially along
selected high volume corridors.
and retrieval
In recent
systems
years,
introduced,
have
warehouse
also been
which
storage
has
trucks, increased distribution efficiency, especially for e-
commerce [10,22].
IV. MASS AND THE DIGITAL TWIN SHIP
The digital twin ship is a concept whereby the digital representation
of a ship,
its processes, systems and potential scenarios are realized through
continuous data collection. Technological developments such as
sensors, channels
communications, communication and control systems, have
made it possible to implement a digital twin in shipping.
The continuous improvement of these technologies has enabled
the creation of models for manufacturing, operations, predictive
maintenance and a host of other potential applications - allowing
designs to be refined, new features to be tested and performance,
safety and integrity to be assessed. Perhaps the most exciting and
ambitious of these applications is automation. For digital twins, see
[17,18]
A. Digital twin and automation leading to the development of
MASS into a digital twin
The adoption of the digital role in the shipping industry has been
rather slow in the past. However, all
has changed in recent years and the development of marine and
water autonomous surface ships (MASS)
continued at a very significant pace over the past few years, with more
and more MASS being put into service. They come in many sizes and
have a very diverse set of operational capabilities that place their own
unique demands on those who own and operate them, as well as on
the rest of the maritime community. MASS is an element of the
development of robotics and artificial intelligence (RAI) systems in
various transport sectors.
The term MASS was adopted by the Maritime Safety Committee
(MSC or IMO) of the International Maritime Organization (IMO) for
their analytical work, which was adopted at MSC 98 on June 13, 2017.
The MSC Working Group and Correspondence Group began their
work in May 2018, and an intersessional meeting of the working group
was held in September 2019.
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Other legal matters are handled by the Legal Affairs Committee (LEG) and port liaison, pilotage, incident response and protection of the marine
the Facilitation of International Maritime Navigation (FAL). Information about environment.
their work is available through IMODOCS [23]. The goal is to complete the review work by 2020 [23].

The IMO is currently evaluating existing IMO tools to see how they can
C. Are there already autonomous ships in operation?
be applied to ships with different
In some maritime areas, autonomous remote-controlled vessels are
degree automation, being tested. Most forecasts are that autonomous or semi-autonomous
by the way conducting a
operation will be limited to short flights for the time being, for example, from
regulatory review of maritime autonomous surface ships (MASS). The way
one particular port to another over a short distance. Many, including the
IMO MASS sees in the near future is shown in Figure 5.
authors of this article, consider inland waterways extremely favorable for
the use of autonomous or semi-autonomous operation of ships, with a clear
understanding of the various benefits of such a solution.

How the upcoming first commercial international voyage looks like and
how the ship and the route of this voyage look like can be seen in Figure 6.

Rice. 5. As seen by IMO MASS [23]

B. Why did the IMO decide to look at the regulation of autonomous

ships?

The IMO Strategic Plan (2018-2023) has a key strategic direction

"Integration of new and advanced technologies into the regulatory
framework". This includes a balance between the benefits derived from new
and advanced technologies and safety and security considerations,
environmental impacts and international trade facilitation, potential costs to
the industry and finally their impact on personnel both on board and on
board. shore[23].

Rice. 6. First commercial international flight -

In 2017, at the suggestion of a number of Member States, the IMO
what the ship and route looks like (© Copyright 2019 MyNavis OÜ).
Maritime Safety Committee (MSC)
Autonomous KIT DOC vessel in Belgium and the first ever unmanned
agreed to include the issue of autonomous maritime
international commercial transit in preparation)
surface ships on their agenda. This will be done in the form of analytical
work to determine how the safe, secure and environmentally sound
operation of maritime autonomous surface ships (MASS) can be
implemented in IMO instruments. D. Interim Guidelines for Testing Autonomous Vessels

At the same time, shipping is a very clearly organized industry in the

The MSC recognized that the IMO should play an active and leading
role given the rapid technological developments associated with the
introduction of commercial vessels into autonomous (unmanned)
operation[23].
The IMO Legal and Facilitation Committees also included on their
agendas normative analyzes for conventions,
within the competence of these committees.
legal sense, and even experimental voyages of ships need regulation. The
Maritime Safety Committee (MSC), 101st session, in June 2019 approved
the Interim Guidelines for Testing Maritime Autonomous Surface Ships
(MASS) [23].
Among other things, the guidelines state that testing should be conducted
in a manner that provides at least the same degree of safety, security and
environmental protection as

The review paper is regarded as a starting point and is expected to which provided relevant
address a wide range of issues, including human safety, security, liability documents. The risks associated with testing must be properly identified
and compensation for damages, factor, and must be
measures have been taken to reduce risks to a minimum

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possible and acceptable level.
Airborne or remote MASS operators must be suitably qualified to
operate MASS, subject to testing. Any personnel involved in MASS
testing, whether remote or on-board, must be suitably qualified and
experienced to safely conduct MASS testing. Appropriate steps
should be taken to ensure adequate cyber risk management of
systems and infrastructure used in conducting MASS trials [23].
E. Immediate Benefits of the Digital Twin in Delivery
Technology is the driving force and impetus for innovation. As it
penetrates into smaller roles or applications in the shipping industry,
its value is recognized. There is no doubt that the data models
collected from these applications lead to the realization of a digital
twin, and they will inform everything from improved engine
performance to improved hull integrity. It is available for analysis
from the first day of the first voyage, until the day the ship is taken
out of service. These data will be crucial for the development of the
maritime industry, increasing its efficiency and environmental
friendliness.
Theoretically, there is an infinite variety of operations that can
benefit from the digital twin, and these have expanded to include
system design, efficient validation and verification services, simulation
testing, training and virtual system integration, and deep insight
generation and predictions. [24].
The operations and ideas of the digital twin lead the first steps
towards autonomy - the creation of efficient algorithms for components
and operations with remote control and self-monitoring. Digital vessel
- slow. Some might say it has to do with the shipping industry's
twin, equipped with a built-in data circuit, is fundamental to
expansion and development of autonomy.
Currently, autonomous shipping is limited to the development and
testing of autonomous ships for specialized operations in national
waters. However, this will not last long (Figure 7).
Data goes hand in hand with digitalization and as the maritime
industry has tested and implemented new digital technologies, the
number and
the quality of available delivery data has increased exponentially.
Data that can optimize operations with increasingly sophisticated
analytics and visualization tools. In [15], it was rightly pointed out
that exactly
shipping and ports are already operating largely in terms of the
physical Internet, the transition to which the EU has shifted very
sharply from 2050 to 2030. In this
regarding the development of digital twins and physical
Internet in ports and shipping should be considered
as a digital powerhouse for the entire transport and logistics industry.
Rice. 7. Areas where the digital twin has an immediate effect [24]
The digital twin ship is a concept whereby the digital representation
of a ship,
its processes, systems and potential scenarios are realized through
continuous data collection. Technological developments such as
sensors, communication channels, communication and control
systems have made it possible to realize a digital twin in shipping.
The continuous improvement of these technologies has enabled
the creation of models for manufacturing, operations, predictive
maintenance and a host of other potential applications - allowing
designs to be refined, new features to be tested and performance,
safety and integrity to be assessed. Perhaps the most exciting and
ambitious of these applications is
automation.
The adoption of the digital role in the shipping industry has been
struggle to adopt technology and adopt it (yes, there is a difference),
but a more measured response to this is that innovation takes time
and regulatory decisions. All of this must be balanced. When
if so, then the industry has every chance to become a digital
locomotive for the entire transport and logistics industry.
Technology is the driving force and impetus for innovation. As it
penetrates into smaller roles or applications in the shipping industry,
its value is recognized. There is no doubt that
data models built on domain ontologies [8,16] assembled from these
ontologized applications [17] lead to digital twin implementations that
are already partially applied and will inform everything from improved
engine performance to improved
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hull integrity. They should be available for analysis from maintaining competitiveness in the next three
the first day of the first voyage, until the day the ship five years;
decommissioned. These data will be crucial for the development of the 65% port operators see automation as a lever to secure
maritime industry, increasing its efficiency and environmental friendliness. operations;

Respondents were optimistic about the overall

return on investment. About a third of the respondents think
F. The development of broadband communication systems
that automation can improve productivity
as a condition for the implementation of digital twins of ships and smart
by 50%, while one in five said that automation could reduce operating
ports
costs by more than 50%.
Operational efficiency is critical for ports, given that about 90% of
world trade depends on maritime transport. Smart ports and digital twins
As global ports move towards 5G and gradually accelerate
are part of Industry 4.0 and Internet Plus allow transforming and updating
modernization and innovation, building ports for smart informatization is
digital, automated and intelligent work only with the development of
considered an important means of improving the core competitiveness of
broadband communication systems (today it is already equal to 5G
ports.
systems) as a condition for their implementation [17]. With 5G, they will
cooperate to advance this transformation and upgrade to efficiently build
It is also key to reducing logistics costs and improving logistics
smart ports and ship digital twins.
efficiency. For this reason, many ports have tried to apply information
technologies such as IoT, big data, cloud computing, and geographic
information system (GIS) to port operations.
i eco-friendly

For this reason, leading Chinese manufacturers published a “5G Smart

Port White Paper” [25] at the end of 2019, in which they describe the
Based on surveys, discussions and analysis with port industry partners,
current capabilities and future potential of 5G in ports. As noted in this
four typical smart port scenarios have been identified that have wireless
publication, smart ports require communication systems to support
requirements and could be enabled by 5G in the future:
communication services with low latency, high throughput and high
reliability for processing.

• Remote control of gantry cranes;

• Remote control of berthing container cranes;
control data and multi-channel video equipment data. With port-based
expensive to deploy,
traditional
operate,fiber
and and
maintain
Wi-Fithe
communication,
network, and itthe
is network
• Interloop control over IGV;
performance for such data processing is often not optimal due to poor
stability and low reliability. It should be noted that today it is Chinese ports
• Video surveillance and AI recognition;
• and etc.
that occupy leading positions in world rankings, as well as shipbuilding
rankings.
5G wireless port application requirements are shown in Table 1.

Table 1. Application requirements for ports in a 5G wireless network [25]

5G is expected to solve these problems due to its low latency, large

capacity and throughput, and high reliability, as well as support for private
network solutions and end-to-end (E2E) application performance
assurance [25].

Namely, applications such as digital innovation and artificial intelligence

(AI), big data, the Internet of Things (IoT), 5G, and autonomous driving
provide new impetus for port automation and the transition to digital twins.
Higher levels of automation are used for container terminals to increase
productivity and efficiency and ensure competitiveness. According to
IMO[25]:

The first version of the international standard for 5G

Nearly 75% of port operators believe that
has already been finalized, and an improved version is
automation is critical to
under development and should be completed by March 2020

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[25].
5G high data rate, wide
connectivity and low latency means it meets the requirements of the
future Internet of Everything (IoE) and promotes industrial capacity
development. In terms of high data rates, Enhanced Mobile Broadband
(eMBB) can reach a maximum speed of 10 Gbps with an average
throughput of hundreds of Mbps. In addition, it is possible to build a
private 5G network for important customers.
The main advantages of a private 5G network for Smart
Port [25]:
• Ports can define their own
network name;
• Can provide guaranteed services;
• Public network users cannot access the port's private network;
• The user traffic pattern within the private network is relatively
stable;
• Private network latency and throughput are stable and
predictable.
G. Future Perspective of 5G Smart Port and Digital
Twins in the Marine Industry
In the future, the construction and management of 5G smart ports
will be necessary
port and shipping industries. Port and ship operations will continue to
evolve in line with trends such as device automation,
intelligent planning and data visualization. Remote control of RTG
cranes is only the first attempt at 5G in the industry.
5G will promote the integrated automation of traditional
terminals and ships, the creation of new applications and
the improvement of production efficiency based on the
implementation of the ideas and concepts of the
application of digital twins
H. Allocation of shore and airborne systems in the
implementation of digital twins
In order to use all possible advantages, it is necessary to understand
what the infrastructure for the implementation of digital twins looks like.
Such an infrastructure is best understood as we
we believe, on specific examples that we took from the well-known
manufacturer of marine equipment ABB. He proposed using digital
twins: for comparative analysisuse
andcase
performance
where measurement in an
electric power plant with a DC network; and for monitoring the state of
rotating machines [26]. The use cases illustrate practical topics that
may be overlooked in a more general discussion of digital twins. The
electric motor is a component in all two
use cases, but corresponding models
engines have several common structures. The digital twin should be
tailored to the application, not to cover all possible information.
Therefore, first, the examples will demonstrate how different applications
require different models, structures, and inputs. Secondly, they will
illustrate the key additional point of this is that the development,
implementation and maintenance of digital twins is an iterative process.
One example will demonstrate how several iterations and built-in
changes were needed to improve the quality of the data to a level
sufficient for the model to be considered reasonably accurate. In the
second example, the digital twin was applied to modify and improve
the onboard system [26].
To ensure all Benefits,
provided by the digital twin, it is necessary to create a digital
infrastructure, both on board the ship and on the shore infrastructure
where the data is received (hereinafter referred to as the cloud in this
article, although combinations with edge and fog computing are also
possible). Undoubtedly, there are different ways of implementing such
an infrastructure and different terms associated with its description: we
will use the term "system of systems" or SoS [9,16], which, in principle,
is a set of task-oriented or dedicated systems that pool their resources
and capabilities to create new, more complex functionality that offers
more than the sum of its parts.
systems,
Dashboard app for
data visualization and sharing part of the entire digital coast with
various data consumers, such as ship operators,
ship management companies and other suppliers.
The building blocks of the digital twin infrastructure and the entire
data transformation and processing cycle to create and iteratively
update the digital twin are shown in Figure 8. Each aspect of this
behavioral aspects environment is labeled
or CA,(asB,
above). This provides context and links the practical implementation of
certain blocks to the concept of a digital twin.
Basically, what is shown in Figure 8 is a system of systems able to
collect data on board according to different sampling modes, perform
on-site analytics for decision support and data size reduction, compress
data before it is securely transferred to cloud centers data processing.
And finally, data processing (from individual assets/systems or from a
fleet) to create and iteratively update digital models of physical assets
on board. Note that both cyber-physical systems and SoS,
as it seems to us, are already becoming organic components of digital
twins, which are distinguished,
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including the speed of decision-making close to real time, and not decision- we must also consider the coastal twin.
making through But in these two cases, it should be noted that cybersecurity is also
situational-analytical structures involving considered at all stages presented in figures 8 and 9, and therefore deserves
person. a separate discussion outside of this article.

As soon as the data leaves the ship, it is further processed on the cloud
side. This process often requires re-modeling of the structure and metadata
so that fleet-level analytics can be applied. Having data in the cloud also
opens up opportunities for cross-discipline collaboration to improve ontology
models and analytics without the need for an embedded infrastructure.
Improved models and recommendations can then be applied to the embedded
digital twin to ensure consistency between the digital representation of the
physical asset on board and on shore [26].
connections to

There are various ways of structuring information and data that describe
digital representations of physical assets. One way of physical modeling is
Rice. 8. Building blocks of twin digital infrastructure for ship equipment [26].
to provide static information that will not change over the lifetime. These
and may include bearing type,
typesserial
of information areassets
number, nameplate is such as
calledinformation
asset information

Data collection, i.e. providing an understanding of how interaction with

other digital systems and smart devices on board implements the digital twin,
and what are the main choices

communication protocols are therefore very important factors. The notion of

motor rated speed or rated
near-realistic decision making becomes a coherent requirement for low
power. Another type of information that is more dynamic concerns real
latency (see the previous section on mobile broadband). Consider how [26]
measurements - otherwise known as INPUTS. Example inputs are measured
recommends collecting data, paying attention to
speed, temperature or current. INPUTS -

these are representative measurements taken from a source (such as a

prioritizing reusing existing digital infrastructure rather than replicating data
sensor or other digital system) without any pre-processing. Interesting factors
sources by adding more sensors and physical connections. The goal is [26]
in defining INPUTS include its type (numeric vs. text, time series vs. same-
to
spaced vector), its origin (eg, data source location information), and sample
rate in the case of simple data readers. The third type of information covers
RESULTS, that is, digital information about how INPUTS and ASSET INFO
minimize the investment costs of creating a digital twin, while not losing the
were processed according to the behavioral aspects of the digital twin model.
information that is critical to building the right digital model.
RESULTS can also be numeric (eg RMS values calculated from raw vibration
data) (eg a warning that a physical asset is starting to deteriorate) [26].

Edge or fog computing analytics, i.e. onboard analytics, is the essence of

the behavioral aspect of digital twins,

providing the process of manipulating data in order to predict the state of the
actual physical asset. The use of these technologies, as integrators for IoT
values
systems, also makes it possible to achieve a significant reduction in response
time to events and open the way for the implementation of systems
about or textual

artificial intelligence, semantics, ontology and

other technologies, both on board and ashore.
It is important to note that although we usually have
Transferring data from on-board to the cloud infrastructure includes data
some predefined ASSET INFORMATION, INPUTS and RESULTS for
selection, compression, secure transfer, and consumer-side remodeling. Up
structure that describes the physical asset (i.e. we have the equipment model
to this point, we have been describing the infrastructure of the onboard twin;
in place), these
now

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definitions can and will change during the iterative process of updating
models and digital twins. Therefore, it is important that our framework be
able to accept multiple changes to the definition of, for example, INPUTS,
where
changes the sampling frequency of the signal, or RESULTS, basic
when are changing
the assumptions we use in the equations and
analytics, such as economic impact
[26].
The maritime industry is currently undergoing an accelerated digital
transformation process. Was
a highly stimulating and open-minded environment has been created in
which all the key players in the market - shipowners, shipyards, systems
suppliers and integrators -
ready and trying to cooperate, integrate and exchange information and data
to jointly solve various problems. In such an environment, there is a common
and strong belief that creating digital twins is a fundamental step forward
that will add value and ultimately lead to tangible business benefits. By
demonstrating how digital twins
have been used in specific use cases [26}, as well as the many lessons
learned in integrating models, in [26] seek to emphasize that maritime digital
infrastructure must exist for the iterative and somewhat continuous
improvement process required by digital twins, and then it can prosper.
From a business perspective, both consumers and providers will require
investment, followed by ongoing, enhanced services [26].
Rice. 9. An overview of the process in which digital duplication is used to
add internal security systems [26].
I. Information systems for rivers - RIS. Information
about the river and the transition to the construction
of corridors on the smart river
As we said above, it seems very likely to us that the use of digital twins
on large river routes will develop more rapidly. There are many reasons for
this and they are associated with cheaper and easier ways to implement
them. In the European Union, the RIS system (river information system) is
being developed as a directive for river management. Services are defined
as the concept of harmonizing information services to support traffic and
transport management in inland navigation, including providing interfaces
for other modes of transport. RIS is regulated by Directive 2005/44/EC. The
main benefits of implementing RIS can be summarized as increased
competitiveness, optimized use of infrastructure, increased safety, reduced
carbon emissions, and increased energy efficiency of river vessels. In the
late 1990s, several countries started working on information systems for
internal
shipping.
European and national research projects have paved the way for their
full deployment. The development of RIS was the construction of multimodal
transport corridors on its basis. For multimodal corridors, see [5,6].
To illustrate what has been said, we present data on the EU RIS COMEX
project (https://www.riscomex.eu/ris comex/). RIS COMEX is a multi-
beneficiary CEF funded project that aims to define, specify, implement and
sustainably operate corridor RIS services based on the results of the EU
CoRISMa study. RIS COMEX started during 2016 and will run until the end
of 2020. The scope of the project covers a total of 13 different European
countries where 14 partners have joined forces under the leadership of the
Austrian Waterways Administration with the common goal of implementing
RIS services for transport corridors.
In addition, Poland joined the project as a cooperation partner during 2018
of the year.
The RIS COMEX project aims to introduce and
operation of transboundary river information services based on operational
data exchange RIS. These RIS-based (information) services should provide
traffic management by the authorities and transport management in the
logistics sector. They use available national infrastructure and services.
The main tasks of RIS COMEX are:
Development of a common vision for managing the RIS Corridor (starting
from the results of the EU CoRISMa project) in a dialogue between RIS
providers and users
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logistics (e.g. shippers, shipmasters, ship and fleet operators, terminal local, but also at the regional, national and international levels. Therefore,
operators) to ensure the relevance of the services being implemented. Corridor Management will support route planning, voyage planning,
implement

Implementation and continuous operation of individual parts of the overall transport management and traffic control,
concept, ensuring the improvement of the quality and availability of which at present, if at all, are simply available in fragments.
information services for the fairway, traffic and transport, which in

In particular, it leads to a significant increase in the efficiency of
intracontinental transport, and also directly contributes to the use of the
general advantages of RIS, i.e. improving the safety, efficiency and
environmental friendliness of the internal
shipping as a mode of transport.
In this regard, "corridor management" is defined as information services
between waterway authorities on a reciprocal basis and with waterway users
and related
them logistics partners in order to optimize
use of inland navigation corridors in the network of European waterways.

Operational mechanisms (legal, financial, organizational, technical, Obviously, this definition indicates that there is a need for exchange of
qualitative) are defined andimplementation
agreed to ensure
andthe
operation
sustainable
ofdevelopment,
infrastructure
further information between authorities and cooperation of public and private
and services for a harmonized RIS that allows managing partners to improve both the performance of inland navigation and the use
of existing infrastructure.

corridors after project completion.

Harmonization of communication concepts for RIS data through the joint At the end of 2019, the international Smart Rivers PIANC Conference /
development and specification of Corridor Services RIS services avoids the LYON 2019 / / September 30 -
emergence of different exchange concepts
October 3, 2019 Cité Internationale / Center de Congrès
data. Lyon FRANCE /) has largely become a stage in the
Progress in the harmonization of transport information services at development of the RIS COMEX project. Below we present three
European and/or corridor level based on existing solutions and concepts drawing from the presentations at this conference. Figure 10 shows the links
(e.g. IVS90, Imagine Agent between RIS and the geographic information systems based on data models
that we discussed above in the Digital Twins sections. In figures 11 and 12,
ERI, R2D2). we believe, the interaction of coastal and ship digital twins, which we spoke
about above, is very clearly shown.
RIS COMEX, as a platform that brings together public and private actors
in management, will
corridors to facilitate dialogue using RIS,
between river information service
providers and logistics users (eg shippers, ship and fleet operators, terminal
operators).

RIS COMEX will develop harmonized river information services for

inclusion in the initiative
DINA and will take another step towards integrating RIS with
other modes of transport.
Based on these goals, the project aims to:
• Improving the planning of transportation by inland waterways
(improving the reliability of transportation)

• Reduced waiting and travel time

• Improving efficiency in the execution
transportation by inland navigation.
• Optimal use of infrastructure (increased capacity utilization)
• Reducing administrative barriers.
Rice. 10. Links between RIS and geographic information
systems (source - Smart Rivers PIANC Conference / LYON
2019 / / September 30 - October 3, 2019 Cité Internationale /
Center de Congrès Lyon FRANCE /)

Corridor management as a concept aims to improve and interconnect

existing RIS services along a route or network to provide RIS not only to

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Rice. 11. Data flows in the river information system in the USA (source
- Smart Rivers PIANC Conference / LYON 2019 / / September 30 -
October 3, 2019 Cité Internationale / Center de Congrès Lyon
FRANCE /)
Rice. 12. Automatic system for identifying river vessels in the US River
Information System
(ÿÿÿÿÿÿÿÿ - Smart Rivers PIANC Conference / LYON
2019 / / September 30 - October 3, 2019 Cité
Internationale / Center de Congrès Lyon FRANCE /)
V. PORT COMMUNITY SYSTEM
As follows from the above, many areas of development of smart
ports and shipboard digital twins are in certain dependencies on the
development of other basic digital technologies. However, this does not
stop their gradual practical development. So a very important step in
In this process is the already widespread creation of Port
Community Systems (PCS) around the world. In order for
the reader to get a clear picture of how at this stage of
development the concepts of foreland, hinterland (Figure
1) begin to transform into coastal and ship digital twins,
we present an architecture similar in construction in
Figure 13 with a division into foreland and hinterland.
And, since already today the forms of the joint economy
have proved their practical importance of the port
community system (PCS), they began to develop
everywhere. For ports and ships, it is also necessary to
take into account their very high cost and the absolute
unprofitability of their downtime.
Rice. 13. Who is a member of the Port Community System [27]
As a platform for digital freight transport, the port community system
can be a dedicated organization based on existing capabilities
and existing relationships with stakeholders in the port community.
These particular applications can be part of the system [27]:
Court management. The carrier can issue
request for berthing and parking, as well as obtain permission from the
terminal operator. Firms involved in port services such as pilotage,
towing and mooring may also receive a service request at the same
time. At the same time, the relevant
government agencies such as the Port Authority, Customs and Port Police.
Container handling management. Carriers (such as shipping
companies or trucking firms) can interact with their respective terminal
operators through a standard interface, eliminating the hassle of dealing
with various information
terminal The cargo systems.
manifest is simultaneously provided to the carrier and the terminal
operator, as well as
regulatory agencies such as customs and provides the administration
cross-linking with customs,port. it with automatic
significantly speeding up the clearance of cargo for import or export.
Gate control. Electronic control
inbound and outbound traffic at the terminal gates, which mainly
concerns freight forwarders, shipping lines, trucking companies and
terminal operators. All internal logistics operations such as transport
contracts, orders for
vacation and entry orders can be covered by one electronic document.
If the electronic document is provided in advance, often by 24 hours,
then all processes can be pre-cleared,
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leaving only the physical movement for pickup or delivery. This improves MARANDA - Marine application of the new power
the capacity of existing locks, often more than doubling their capacity, with fuel cell installations under conditions
no new infrastructure other than automatic gate handling equipment. confirmation of the requirements of conditions in the Arctic. Even for this
rather specific application, it (Figure 15) does not look so simple.

Security and control. Strategies for automating the permitted and safe
use of facilities, including access to cargo. A special approach relies on
optical recognition of license plate characters and container identification
numbers. Real-time surveillance can be reconciled with invoices with
discrepancies, which are subject to manual verification. This may also
include other scanning devices such as a radiation detector or RFID. Again,
this results in a better use
existing assets and at the same time improves security procedures.
Another important topic, echoing the theme of the MARANDA project,
is today marine fuel, which consists of almost 99% diesel grades, which
does not fit well with growing environmental requirements. Therefore, the
development of the power systems of ports begins to grow, for example, for
the parking of cruise ships, which, in fact,
floating cities. The directions of hydrogenous (hydrogen) fuel are also
developing and have already appeared
practical results on electric ferries and
small courts.

Tracking. All of the above allows using IT integration to track the loading
of containers throughout the port community from the moment they are
unloaded from the container ship, during the cleaning of the terminal
gateway or after they are delivered. This improves supply chain management
and asset utilization within the port community.

What we see in Figure 14 below is called a PCS functional implementation

that looks like
how Uber works. This is a community system transformation of ports,
shown
systems into PCS with howassets of previous
the aim of sharing the digital twins
information
in a
shared economy [1,2,3,4,8,28].

Rice. 15. Types of vessels defined in the EU draft

MARANDA 9 [30].

Many of the positions outlined above, as we

Fig. 14. Transformation of previous
seems to be relevant to the agenda of the meeting of the heads of state of
information systems in PCS [28]
the Caspian region, which is to be held in Astrakhan in 2021. According to
the geographical and historical principles of this meeting, it should discuss

VI. CONCLUSION
In conclusion, it is worth noting that any ship is almost unique equipment economic capabilities joint

and it is very well known that almost any ship has unique characteristics,
and this makes an overly general analysis often irrelevant, but is the driving
force behind the development of digital twin approaches. In figure 15, we
show the classification of ships that we were forced to create in the EU
project
the use of the Caspian Sea and the rivers feeding this
sea, and in the first place, the Volga. In the European
Union, the ambitious Water Framework Directive
(WFD, 2000/60/EC) recognizes the opportunity to improve
the quality of all water bodies,
including surface and groundwater, and there is strong evidence that society

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is trying to restore a water-oriented culture. Water
protection is one of the Commission's priorities, and the
aim of the European Water Policy is to reduce the pollution
of European rivers and keep them clean [29]. It seems to
us that it is necessary for Russia to adopt a program on
the Volga Basin, without waiting for the meeting in
Astrakhan, part of which could be directions and ideas for
digital twins for ports and shipping on the Volga, which
for many years served Russia as the main economic
transport artery. We believe that "Smart Volga" can
rediscover many economic advantages for the country
and provide a new impetus for the development of the
regions adjacent to it.
The Economic and Social Commission for Asia and the
Pacific (ESCAP), based in Bangkok, Thailand, is one of
the five regional commissions of the United Nations
Economic and Social Council. It was organized in 1947
to stimulate the economic cooperation of the participating
countries. This organization includes all participants of
the Caspian
summit.
At the planned summit in Astrakhan in 2021,
It seems to us that it would be expedient to discuss, along
with other topics, the creation of a system of ports
communities (PCS) of the countries of the Caspian region.
This issue could be a follow-up to the decisions of the
ESCAP Ministerial Conference on Transport, held in
December 2016 in Moscow, which
stressed the key role of transport in the implementation of the 2030 Agenda
for Sustainable Development, in light of its specific function of providing
people, industry and agriculture with access to
economic and social opportunities and
counteraction to climate change. According to the
conference participants, transport is one of the driving
forces contributing to the achievement of the Sustainable
Development Goals in the implementation of Action
the Regional
Program
for Sustainable Transport Connectivity in Asia and the
Pacific, phase I (2017-2021). The Conference
recommended in particular that priority should be given
to (a) integrated corridor planning, coordination of national
transport infrastructure development plans, and (b)
harmonization of building and technical standards for
transport i
vehicles, transport strategies,
based on the Intergovernmental Agreement on the Asian
Highway Network, automotive
Intergovernmental Agreement on Trans-Asian
Highways Intergovernmental
iron Agreement onPorts
and Dry Ports [19].
Moreover, by adopting the Ministerial Declaration on
sustainable transport connectivity in Asia, the Conference also in the Pacific
integrated intermodal transport
emphasized
and logistics
the need
systems,
for a)including
the development
road, rail,of
water and air transport, in order to promote sustainable development and b)
the development of safe,
"smart" and environmentally friendly intermodal or
multimodal transport corridors that are physically and
operationally closely connected with each other [19].
In 2020, another APEC international organization, in
which the participants of the Caspian meeting are also
represented (including Russia), released a work -
Managing Port Data via a Single APEC Port Community
Platform APEC Transportation Working Group January
2020 [20], directly related to the creation of systems Port
Community (PCS).
To quote this work: “To create a basis for
understanding and commitment of all participants to the
need and benefits of obtaining critical information on the
APEC Common Ports Community System Platform.
Given the above, the project consisted of developing a
survey that was sent to APEC delegates asking a series
of questions regarding the possibility of exchanging port
information between countries after the workshop in order
to discuss the results of the survey for the development
of a summary report.
Since all participants in the Caspian meeting are members of both
ESCAP and APEC, and also intend to jointly develop the digital economy,
the above seems to us a possible basis for developing relevant proposals.
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On smart technologies in ports and shipping
as linked digital twins for shore and ship in a
multimodal environment
Alexander Klimov, Vasily Kupriyanovsky, Vyacheslav Alenkov, Konstantin Anisimov, Alexey
Volodin, Julia Kupriyanovsky
Abstract— This article deals with the digital transformation in
shipping. One of the main today's tasks that the shipping industry
has to face is the need to adapt to the digital age.
Digital or intellectual delivery is already here, and it will change the
model of this business management. At present, all shipping
companies strive to make their ships more efficient and better
adapted to the realities of today. Although everyone is trying to
improve ship efficiency, too little attention is paid to port efficiency.
Obviously, there are huge reserves for improving the efficiency of
ports. The introduction of intelligent devices capable of real-time
data exchange has changed various business models and supply
chain operations management. However, ports often do not provide
all the information required for efficient ship operations. Ports, on
the other hand, often do not have the information they need for
efficient service; when a vessel arrives, whether it is delayed, or
when it does not arrive at the port at all. Solving these problems is
a simple prerequisite for the development of an industry that moves
90% of the world's trade. This is what opens up new digital stages
in the never-ending development of this industry today. This article
describes the technologies and prospects of this process.
Keywords— port, digital twin.
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