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The document discusses BPMN modeling, emphasizing its mathematical foundation and core elements such as events, tasks, and gateways for workflow representation. It presents a pilot case study of a marine container terminal in the Port of Leghorn, Italy, detailing the internal logistics processes of receiving, storage, staging, and loading containers. The study aims to assess how smart ICT solutions can enhance the efficiency of these processes.

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5 views3 pages

Log Cảng Biển

The document discusses BPMN modeling, emphasizing its mathematical foundation and core elements such as events, tasks, and gateways for workflow representation. It presents a pilot case study of a marine container terminal in the Port of Leghorn, Italy, detailing the internal logistics processes of receiving, storage, staging, and loading containers. The study aims to assess how smart ICT solutions can enhance the efficiency of these processes.

Uploaded by

thai90664
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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3 BPMN modeling: core concepts and pilot case study

The BPMN language has been developed with a solid mathematical foundation provided by
the process calculus theory, which is an essential requirement to automate execution and to
easily provide proofs of general consistency properties. To describe a workflow, BPMN offers
the business process diagram, with a rich set of elements and attributes. For the sake of
significance, in this paper we report on the basic elements shown in Figure 1.
The interested reader may refer to [42] for a detailed study of the language. More precisely,
events (represented as circles) model something that can happen during the process. A
workflow is activated by a start event (a circle with a single thin border) and terminated by
an end event (a circle with a single thick border), while intermediate events (circles with
double border) can occur anywhere within the flow. Tasks (roundedcorner rectangles) are
atomic activities of the workflow, whereas gateways (diamonds) are decision points to
control the flow of work. The exclusive gateway routes the incoming flow to one of the
mutually exclusive outcoming flows, on the basis of a logic condition. The sequence flow is
represented by a solid arrow, and it models the order of execution of activities in the
workflow. Finally, pools and lanes are represented by rectangles and they model different
responsible subjects/areas.
Given the above elements, an essential BPMN model of a marine container terminal system
is presented in the following subsection. The model is related to a terminal located in the
Port of Leghorn (Italy) and it takes into account some scenarios.

3.1 Workflow modeling of the pilot marine container terminal


In this section, the emphasis is put on internal logistics, since the aim of the study is to
assess the extent to which smart ICT solutions can improve the overall efficiency of the
process [55,57]. A marine container terminal is the place where containers arriving by sea
vessels are transferred to inland carriers, such as trucks, trains, and vice versa. Each
marine container terminal performs four basic functions: receiving, storage, staging, and
loading for both import and export. Receiving involves container arrival at the terminal,
either as an import or export, recording its arrival, retrieving relevant logistics data and
adding it to the current inventory. Storage is the function of placing the container in a known
and recorded location in order to retrieve it when needed. Staging is the function of
preparing a container to leave the terminal. The containers that are to be exported are
identified and organized so as to optimize the loading process. Import containers follow
similar processes, although staging is not always performed. An exception is a group of
containers leaving the terminal via rail. Finally, the loading function involves placing the
correct container on the ship, truck or other mode of transportation.
Figure 2 represents the layout and the resources of a container terminal system. More
precisely, the berth (a space for a vessel to anchor) is equipped with quay cranes to unload
containers. Unloaded containers are first transported to yard positions (the storage area),
usually structured into stacks and differentiated into sub-areas for export, import, special,
and empty containers. The transport between quay and yard can be performed either by
trucks with trailers, straddle carriers (SC), and automatic guided vehicles (AGV). The formers
can also serve the landside operation, where containers departing or arriving by road or
railway are handled within the truck-and-train areas.
Figure 3 shows a BPMN model of the container terminal system. The model is based on 8
main lanes, 24 tasks, 7 gateways and 6 types of resources (different types of machinery).
After the arrival at the roadstead, vessels are berthed according to a priority assigned via
commercial, security, and traffic management policies. Non-priority vessels enter the
roadstead and lie at anchor there, whereas priority vessels directly enter into the harbor.
The vessel is then assigned to a berth, moved via berthing tugs and finally moored.
Unloaded containers are transported to the quay. Here, a container can be placed on the top
of a stack (accessible location) or under other containers of the stack (inaccessible location).
The former is usually performed for short storage, whereas the latter for medium-long
storage. Since there is no sufficient information to exactly establish the storage duration,
sometimes a number of movements are required for a container before pickingup it. Each
movement may place the container to a next location (accessible or inaccessible). Once
picked-up, the container is moved, if needed, to a de-consolidation area (where multiple
shipments from various suppliers are unpacked for delivery) via a trailer, where it is
con solidated. If consolidation is not needed, the container is directly moved to the train or
truck area, where it is loaded and checked out in the train or truck gate out, respectively.
The handling machinery employed by the terminal systems are: (i) Portainer (PT), a large
dockside gantry crane for loading and unloading containers from ships; (ii) Rubber Tyred
Gantry (RTG), a mobile gantry crane running on rubber tires to ground or stack containers;
(iii) Rail Mounted Grantry (RMG), a mobile gantry crane running on rails; (iv) Reach Stacker
(RS), to pile the containers; (v) Trailer (TR), to move containers from a place to another one;
(vi) Berthing Tugs (BT), to move the vessel into the harbor.
For each activity, Table 1 shows the area, the needed resources, the duration interval, and
the estimated duration, derived by a number of interviews and measurements. In this paper,
the focus is on the activities that can be improved by using smart ICT.

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