Vessel allocation

Abstract

A computer-implemented method of allocating a vessel to a berth at a terminal includes obtaining first data indicative of at least one of a departure time of the vessel from a previously scheduled terminal and an arrival time of the vessel at a next scheduled terminal. The computer-implemented method includes obtaining second data indicative of a fuel operation of the vessel associated with a possible allocation of the vessel to the berth. The computer-implemented method includes determining, based at least in part on the first and second data, a proposed allocation of the vessel to the berth.

Description

VESSEL ALLOCATIONTECHNICAL FIELD

[0001] The present invention relates to a computer-implemented method of allocating a vessel to a berth at a terminal, a computing system configured to perform such a computer-implemented method, a data carrier comprising machine readable instructions for the operation of one or more processors of such a computing system, and a computer program comprising instructions which, when the program is executed by a computing system, cause the computing system to carry out the computer-implemented method.BACKGROUND

[0002] Berth planning can include generating berth line-ups, and can include allocating time, physical position, and terminal resources to vessels that are scheduled to load and discharge cargo at a specific container terminal.SUMMARY

[0003] According to a first aspect of the present invention, there is provided a computer- implemented method of allocating a vessel to a berth at a terminal, the computer-implemented method comprising: obtaining first data indicative of at least one of a departure time of the vessel from a previously scheduled terminal and an arrival time of the vessel at a next scheduled terminal; obtaining second data indicative of a fuel operation of the vessel associated with a possible allocation of the vessel to the berth; and determining, based at least in part on the first and second data, a proposed allocation of the vessel to the berth.

[0004] By accounting both for the first data indicative of at least one of a departure time of the vessel from a previously scheduled terminal and an arrival time of the vessel at a next scheduled terminal, and for the second data indicative of a fuel operation of the vessel associated with a possible allocation of the vessel to the berth, fuel consumption of the vessel may be accounted for when proposing an allocation of the vessel to the berth.

[0005] For example, the first data indicative of the at least one of the departure time of the vessel from the previously scheduled terminal, and the arrival time of the vessel at the next scheduledterminal, may be indicative of operations of the vessel that will have an impact on fuel consumption. If a possible allocation of the vessel to the berth means that an arrival time of the vessel at a next scheduled terminal is unlikely to be met without increased travel speed of the vessel, this may be indicative of increased fuel consumption relative to a possible allocation of the vessel that means that an arrival time of the vessel at the next scheduled terminal is likely to be met. The same applies for a departure time of the vessel from a previously scheduled terminal, which is indicative of a vessel needing to travel relatively quickly to make a possible allocation of the vessel to the berth. If increased fuel consumption were to occur where a vessel uses a carbon based fuel, then there may be a risk of increased CO2 emissions.

[0006] In a similar manner, possible allocations of the vessel to the berth can have an impact on fuel operations, for example with some possible allocations leading to an increased frequency of fuelling for the vessel. Increased frequency of fuelling can lead to less available time for the vessel to sail.

[0007] By accounting for fuel consumption of the vessel when proposing an allocation of the vessel to the berth, the computer-implemented method according to the first aspect of the present invention may enable a proposed allocation of the vessel to the berth to be determined that enables fuel consumption of the vessel to be reduced, leading to both environmental and cost improvements associated with the vessel and fuelling operations.

[0008] The first data may be indicative of at least one of a future departure time of the vessel from the previously scheduled terminal, and a future arrival time of the vessel at the next scheduled terminal. The first data may be indicative of a past departure time of the vessel from the previously scheduled terminal.

[0009] The second data may be indicative of a predicted volume of fuel to be supplied to the vessel as part of the fuel operation associated with the possible allocation of the vessel to the berth.

[0010] The second data may indicate that a plurality of fuel operations is associated with the possible allocation of the vessel to the berth. For example, a possible allocation of the vessel to the berth may require a plurality of fuel operations in order to reach the berth on time, and / or to reach a next scheduled terminal on time. The second data may indicate a number of the plurality of fuel operations associated with the possible allocation of the vessel to the berth.

[0011] The second data may be indicative of a plurality of fuel operation of the vessel associated with a plurality of possible allocations of the vessel to the berth. The second data may be indicative of a plurality of fuel operations, each associated with a respective possible allocation of the vessel to the berth.

[0012] The fuel operations may comprise possible fuel operations, for example all possible fuel operations associated with a given possible allocation of the vessel to the berth. The fuel operations may comprise predicted fuel operations, for example possible fuel operations that are considered likely to occur in response to a possible allocation of the vessel to the berth.

[0013] The computer-implemented method of allocating the vessel to the berth may comprise a computer-implemented method of allocating the vessel to the berth such that the vessel is located at the berth within a given time window. The given time window may be user defined, for example by an operator of a computing system configured to perform the computer-implemented method.

[0014] The computer-implemented method may comprise a computer-implemented method of allocating a plurality of vessels to a plurality of berths at a terminal, the computer-implemented method comprising: for each of the plurality of vessels, obtaining first data indicative of at least one of a departure time of the vessel from a previously scheduled terminal, and an arrival time of the vessel at a next scheduled terminal; for each of the plurality of vessels, obtaining second data indicative of a fuel operation of the vessel associated with a possible allocation of the vessel to the berth; and for each of the plurality of vessels, determining, based at least in part on the first and second data, a proposed allocation of the vessel to the berth.

[0015] The proposed allocation of the vessel to the berth may comprise a proposed time at which the vessel should be located at the berth.

[0016] In such a manner, both time and physical location of a proposed allocation of the vessel to the berth may be accounted for.

[0017] The proposed time may comprise any of a proposed start time, a proposed end time, and a proposed total berthing time. The proposed berth may be a berth selected from one of a plurality of pre-determined berths at the terminal.

[0018] The computer-implemented method may comprise: obtaining third data indicative of cargo carried by at least one of the vessel and a further vessel, and determining, based at least in part on the third data, the proposed allocation of the vessel to the berth.

[0019] By determining the proposed allocation of the vessel to the berth based at least in part on data indicative of the cargo carried by at least one of the vessel and the further vessel, fuel consumption of the vessel may be reduced compared to a method which does not account for the cargo carried by at least one of the vessel and the further vessel.

[0020] For example, where a vessel is carrying perishable cargo, a proposed allocation of the vessel to the berth can have a downstream impact on the perishable cargo. If the vessel is intended to continue to carry the perishable cargo to a next scheduled terminal, or if the vessel is intended to offload the perishable cargo to a further vessel for transport to next scheduled terminal, then a proposed timing of an allocation of the vessel to the berth can impact on subsequent timings of operation of the vessel or further vessel to their next scheduled terminal. If the proposed allocation of the vessel to the berth were to delay arrival of the vessel or the further vessel at the next scheduled terminal, then there is a risk that the perishable cargo may unacceptably degrade in quality by that point of arrival. The vessel or further vessel may therefore need to increase travel speed to reach the next scheduled terminal in time to avoid such an unacceptable degradation in quality, which can lead to increased fuel consumption. By accounting for the cargo carried by the vessel in the determination of the proposed allocation of the vessel to the berth, such an increase in fuel consumption can be mitigated for.

[0021] The third data may be indicative of a type of cargo carried by the at least one of the vessel and the further vessel. The third data may be indicative of whether at least one of perishable cargo and livestock is carried by the at least one of the vessel and the further vessel. The third data may be indicative of a priority of cargo carried by the at least one of the vessel and the further vessel. A priority of cargo carried by the at least one of the vessel and the further vessel may be assigned to the cargo based on at least one of a type of the cargo, a value of the cargo, and an impact if an intended vessel operation performed on the cargo were to be missed or delayed. Such a vessel operation may comprise at least one of unloading the cargo from the at least one of the vessel and the further vessel, loading the cargo from the vessel to the further vessel, and storing the cargo at a terminal for collection.

[0022] The cargo carried by the at least one of the vessel and the further vessel may comprise at least one of current cargo carried by the at least one of the vessel and the further vessel, possible cargo that could be carried by the at least one of the vessel and the further vessel, predicted cargo that is likely to be carried by the at least one of the vessel and the further vessel, and future cargo that is intended to be carried by the at least one of the vessel and the further vessel.

[0023] The third data may be indicative of any of a weight of cargo carried by at least one of the vessel and the further vessel, and a volume of cargo carried by at least one of the vessel and the further vessel.

[0024] The computer-implemented method may comprise: obtaining fourth data indicative of an impact of a possible allocation of the vessel to the berth on a vessel operation of a further vessel; and determining, based at least in part on the fourth data, the proposed allocation of the vessel to the berth.

[0025] By determining the proposed allocation of the vessel to the berth based at least in part on data indicative of an impact of a possible allocation of the vessel to the berth on a vessel operation of the further vessel, fuel consumption of the vessel may be reduced compared to a method which does not account for such a factor.

[0026] For example, a possible allocation of the vessel to the berth may be likely to negatively impact on subsequent timings of a vessel operation to move the further vessel to its next scheduled terminal. If the proposed allocation of the vessel to the berth were to delay arrival of the further vessel at the next scheduled terminal, then there is a risk that the further vessel may need to increase travel speed to reach the next scheduled terminal in time to avoid unacceptable delays, which can lead to increased fuel consumption. By accounting for the impact of a possible allocation of the vessel to the berth on a vessel operation of the further vessel in the determination of the proposed allocation of the vessel to the berth, such an increase in fuel consumption can be mitigated for.

[0027] The fourth data may be indicative of an impact of the possible allocation of the vessel to the berth on a timing of a vessel operation of the further vessel, for example on a timing of an onward journey of the further vessel to a next scheduled terminal. The fourth data may beindicative of an impact of a possible allocation of the vessel to the berth on at least one of cargo loading to, cargo unloading from, and cargo carried by, the further vessel.

[0028] The fourth data may be indicative of an impact of the possible allocation of the vessel to the berth on at least one of a plurality of vessel operations of the further vessel, and a plurality of vessel operations of a plurality of further vessels.

[0029] The fourth data may be indicative of an impact of the possible allocation of the vessel to the berth on at least one of a timing and a location of berthing of the further vessel at the terminal.

[0030] The fourth data may be indicative of an impact of the possible allocation of the vessel to the berth on at least one of a loading operation of the further vessel and an unloading operation of the further vessel.

[0031] The fourth data may be indicative of the impact of the possible allocation of the vessel to the berth on a plurality of vessel operations of the further vessel.

[0032] The fourth data may be indicative of the impact of a plurality of possible allocations of the vessel to the berth on the vessel operation of the further vessel. The fourth data may be indicative of the impact of a plurality of possible allocations of the vessel to the berth on a plurality of vessel operations of the further vessel.

[0033] The fourth data may be indicative of the impact of the possible allocation of the vessel to the berth on vessel operations of a plurality of further vessels. The fourth data may be indicative of the impact of a plurality of possible allocations of the vessel to the berth on vessel operations of a plurality of further vessels.

[0034] The computer-implemented method may comprise: obtaining fifth data indicative of resources at the terminal; and determining, based at least in part on the fifth data, the proposed allocation of the vessel to the berth.

[0035] By determining the proposed allocation of the vessel to the berth based at least in part on data indicative of the resources at the terminal, energy consumption of the terminal may be reduced compared to a method which does not account for such factors. For example, if certain resources of the terminal are unavailable to perform vessel operations on the vessel when berthedat the terminal, then energy consumption may be increased at the terminal unnecessarily. If one or more cranes of the terminal are unavailable to perform an unloading or loading operation on the vessel, the berthing of the vessel at the terminal may cause other resources, such as crew facilities and the like, of the terminal that require energy consumption to be used unnecessarily. By accounting for the resources of the terminal in the determination of the proposed allocation of the vessel to the berth, such an increase in energy consumption can be mitigated for.

[0036] By determining the proposed allocation of the vessel to the berth based at least in part on data indicative of the resources at the terminal, overuse of such resources may be avoided. For example, the terminal may comprise a plurality of cranes for performing vessel operations on the vessel when berthed at the terminal, such as unloading cargo from, and loading cargo to, the vessel. If insufficient cranes are available to perform vessel operations on the vessel, for example as a result of allocation of the cranes to a further vessel berthed at the terminal, or as a result of downtime of some of the cranes for maintenance, then performing vessel operations on the vessel may need to be performed using only a subset of the cranes that would typically be used to perform the vessel operations. Use of only a subset of the cranes that would typically be used to perform the vessel operations may lead to increased usage of the subset of the cranes, which can lead to increased wear and tear, and hence also increased resource utilisation, such as energy consumption to perform maintenance, at the terminal. Use of only a subset of the cranes that would typically be used to perform the vessel operations may also lead to an increased length of time to perform the vessel operations, which can lead to a need for the vessel to speed up to reach a next scheduled terminal, thereby increasing fuel consumption. By accounting for the resources of the terminal in the determination of the proposed allocation of the vessel to the berth, such an increase in wear and tear and energy consumption can be mitigated for.

[0037] The resources at the terminal may comprise a crane for carrying out a vessel operation on the vessel. The crane may comprise an automated crane. The resources at the terminal may comprise a plurality of cranes for carrying out a vessel operation on the vessel. Each of the plurality of cranes may comprise an automated crane. Each of the plurality of cranes may be located upon, and movable along, one or more rails, for example in a linear arrangement.

[0038] The fifth data may be indicative of an availability of resources at the terminal, for example of an availability of cranes at the terminal.

[0039] The fifth data may be indicative of a number of a particular resource allocated to a vessel operation, for example by an operator of a computing system configured to perform the computer- implemented method.

[0040] The fifth data may be indicative of a resource operation of a resource at the terminal, the resource operation associated with a possible allocation of the vessel to the berth.

[0041] By determining the proposed allocation of the vessel to the berth based at least in part on data indicative of a resource operation of a resource at the terminal, the resource operation associated with a possible allocation of the vessel to the berth, energy consumption of the resource may be reduced compared to a method which does not account for such a factor.

[0042] For example, where cranes are utilised at the terminal to perform a vessel operation, such as unloading cargo from, and loading cargo to, the vessel, the cranes may need to move along the terminal to perform such a vessel operation. Some terminals comprise cranes located upon, and movable along, one or more rails, for example in a linear arrangement. If a possible vessel allocation to the terminal requires movement of a significant number of cranes along the rail(s) to achieve a necessary crane allocation for a vessel operation for the vessel, then energy consumption of the terminal, associated with causing movement of the cranes, may be increased. By determining the proposed allocation of the vessel to the berth based at least in part on data indicative of a resource operation of a resource at the terminal, the resource operation associated with a possible allocation of the vessel to the berth, such an increase in energy consumption may be mitigated for.

[0043] The fifth data may be indicative of a timing of the resource operation of the resource at the terminal. For example, the fifth data may be indicative of a start time of the resource operation of the resource at the terminal. If a vessel were to arrive at, and berth at, the terminal after the start time of a resource operation, then that resource may be unavailable until the resource operation has finished. This may lead to unnecessary energy consumption associated with the vessel being berthed at the terminal without any vessel operations being performed, for example unnecessary consumption associated with usage of crew facilities at the terminal. By determining the proposed allocation of the vessel to the berth based at least in part on data indicative of a timing of the resource operation of the resource at the terminal, such unnecessary energy consumption may be mitigated for.

[0044] The fifth data may be indicative of a start of a crane shift for unloading and / or loading cargo to vessels, the crane shift associated with a possible allocation of the vessel to the berth.

[0045] The fifth data may be indicative of a plurality of resource operations of a resource at the terminal. The fifth data may be indicative of a plurality of resource operations of a plurality of resources at the terminal.

[0046] The computer-implemented method may comprise displaying, on a display device, the proposed vessel allocation to the berth.

[0047] By displaying the proposed vessel allocation to the berth on a display device, an operator of a computing system configured to perform the computer-implemented method may be able to analyse the proposed vessel allocation, and take appropriate action. For example, the operator of the computing system may communicate, or cause communication of, the proposed allocation of the vessel to the berth to a crew of the vessel ahead of its arrival at the berth. The crew of the vessel may then configure the vessel for appropriate vessel operations and / or may configure the vessel so that it arrives on time with minimal fuel consumption. The operator may be able to configure resource operations of resources of the terminal based on the proposed vessel allocation. The operator may be able to configure crane operations of the terminal based on the proposed vessel allocation. This may enable the operator to minimise energy consumption of cranes of the terminal.

[0048] The computer-implemented method may comprise allocating, based on the proposed allocation of the vessel to the berth, the vessel to the berth, for example in response to a user input confirming the proposed allocation. Allocating the vessel to the berth may comprise at least one of storing the allocation in memory, and displaying the allocation on the display device.

[0049] Displaying, on the display device, the proposed vessel allocation to the berth may comprise providing a visual representation indicative of at least one of a proposed time at which the vessel should be located at the berth, and a proposed berthing location at the terminal at which the vessel should be located.

[0050] Displaying, on the display device, the proposed vessel allocation to the berth may comprise displaying the proposed vessel allocation to the berth as a graphic icon indicative of a proposed time at which the vessel should be located at the berth, and displaying, alongside thegraphic icon, boundaries indicative of potential movement of the proposed time at which the vessel should be located at the berth, that would enable the vessel to reach a next scheduled terminal on-time.

[0051] The computer-implemented method may comprise redetermining the proposed vessel allocation to the berth in response to input from an operator of a computing system configured to perform the computer-implemented method.

[0052] The determining the proposed allocation of the vessel to the berth may comprise selecting one a plurality of possible allocations of the vessel to the berth based on the first data and the second data.

[0053] By considering a plurality of possible allocations of the vessel based on the first data and the second data, the computer-implemented method may enable the proposed allocation to be improved, for example optimised, to meet certain criteria set by an operator of a computing system configured to perform the computer-implemented method. For example, the operator of the computing system may set a constraint related to minimising fuel consumption as a result of fuelling operations associated with possible allocations of the vessel to the berth, and the computer-implemented method may determine a possible allocation of the vessel to the berth that minimises fuel consumption as a result of fuelling operations to be the proposed allocation of the vessel to the berth.

[0054] Determining the proposed allocation of the vessel to the berth may comprise applying a negative weighting factor to any of the first through fifth data that is indicative of any of increased fuelling operations of at least one of the vessel and a further vessel, increased fuel consumption of at least one of the vessel and a further vessel, increased cargo loss associated with at least one of the vessel and a further vessel, increased risk of missed vessel operations, increased risk of missed vessel connections for at least one of the vessel and a further vessel, increased risk of the vessel or a further vessel having a delayed arrival time at a next scheduled terminal, increased resource usage of resources of the terminal, and increased energy consumption of the terminal and / or resources thereof.

[0055] Obtaining any of the first through fifth data may comprise at least one of calculating the respective data, obtaining the respective data from a memory of a computing system configured to perform the computer-implemented method, obtaining the respective data from a remotesystem remote from the computing system configured to perform the computer-implemented method, obtaining the respective data from the terminal and / or resources thereof, and obtaining the respective data from an operator input to a computing system configured to perform the computer-implemented method.

[0056] According to a second aspect of the present invention there is provided a computing system comprising one or more processors configured to perform the computer-implemented method according to the first aspect of the present invention.

[0057] The computing system may be located at the terminal.

[0058] According to a third aspect of the present invention there is provided a data carrier comprising machine readable instructions for the operation of one or more processors of the computing system according to the second aspect of the present invention to perform the computer-implemented method according to the first aspect of the present invention.

[0059] According to a fourth aspect of the present invention there is provided a computer program comprising instructions which, when the program is executed by a computing system, cause the computing system to carry out the computer-implemented method of the first aspect of the present invention.

[0060] Optional features of aspects of the present invention may be equally applied to other aspects of the present invention, where appropriate.BRIEF DESCRIPTION OF DRAWINGS

[0061] Embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0062] Figure 1 is a schematic view of a container terminal;

[0063] Figure 2 is a schematic view illustrating a first operation of a processor of a computing system of the container terminal of Figure 1 ;

[0064] Figure 3 is a schematic view illustrating a graphical user interface displayed by a display device of a computing system of the container terminal of Figure 1 ;

[0065] Figure 4 is a flow diagram illustrating processes performed by the processor as part of the first operation of Figure 2;

[0066] Figure 5 is a schematic view illustrating a second operation of the processor of the computing system of the container terminal of Figure 1 ; and

[0067] Figure 6 is a flow diagram illustrating processes performed by the processor as part of the second operation of Figure 5.DETAILED DESCRIPTION

[0068] A container terminal 10 is illustrated schematically in Figure 1 . The container terminal 10 comprises a quay 12, a crane system 14 extending along the quay 12, three berths 16 extending alongside the quay 12, terminal resources 18, and a computing system 20.

[0069] The crane system 14 comprises two rails 22, and fourteen cranes 24 that are rollably mounted to the two rails 22. The rails 22 are shown as extending off the quay 12 in Figure 1 , but it will be appreciated that this shows that the rails 22 and the quay 12 can have a greater extent than shown in Figure 1 . It will also be appreciated that a greater or fewer number of rails 22 and cranes 24 is also envisaged. The rails 22 can be thought of as a crane conveyance system herein, with the cranes 24 movable along the rails 22 to move along the quay 12.

[0070] Each of the cranes 24 is an electrically powered crane, and is an automated crane that does not require a manual operator. The cranes 24 can, in some examples, be operable in response to a control signal from the computing system 20. The cranes 24 are disposed linearly along the rails 22 such that the cranes have a fixed ordering along the rails 22. Each crane 24 has a boom 26 that can be used to perform vessel operations on vessels located at the container terminal 10, as will be discussed in more detail hereinafter. It will be appreciated that each boom 26 gives the respective crane an associated reach to vessels located at the berths 16.

[0071] The berths 16 are pre-designated positions at which vessels can berth at the container terminal 10, and are pre-designated positions along the quay 12. Although three berths 16 are illustrated here, it will be appreciated that there may be a greater number of berths 16 in practice.

[0072] The terminal resources 18 are indicated schematically as a block in Figure 1 , but in practice can comprise any of resources that consume electrical energy, and resources thatconsume fuel, at the container terminal 10. For example, crew facilities can be considered to be terminal resources 18. In some examples, the cranes 24 can themselves be considered to form part of the terminal resources 18.

[0073] The computing system 20 comprises a processor 28, a display device 30, a transceiver 32, and a memory 34. The processor 28 is configured to perform a variety of operations, as will be discussed in more detail hereinafter. The display device 30 is in communication with the processor 28, and is configured to display data to a terminal operator. The transceiver 32 is configured to communicate with a remote system 36. The remote system 36 can comprise any of a remote computing system and a vessel, for example a vessel to be berthed at the container terminal 10. The remote system 36 can comprise a memory configured to store data relevant to operations of the container terminal 10, as will be discussed in more detail hereinafter. The memory 34 of the computing system 20 is accessible by the processor 28, and can store a variety of different data, as will be discussed in more detail hereinafter. Although illustrated here as part of the container terminal 10, in other examples the computing system 20 can be located remotely from, but in communication with, another computing system of the container terminal 10.

[0074] In one example operation, the processor 28 determines a proposed allocation 50 of a vessel to one of the berths 16, for example a particular one of the berths 16 at a particular time period. This can include a consideration of multiple ones of the berths 16 for the particular vessel within a given time window. Such an operation is illustrated schematically in Figure 2.

[0075] To perform the determination, the processor 28 obtains first data 38 indicative of at least one of a departure time of the vessel from a previously scheduled terminal and an arrival time of the vessel at a next scheduled terminal. In some examples, the first data 38 is indicative of at least one of a future departure time of the vessel from a previously scheduled terminal, and a future arrival time of the vessel at a next scheduled terminal. In some examples, the first data 38 is indicative of a past departure time of the vessel from the previously scheduled terminal.

[0076] The processor 28 can obtain the first data 38 in a number of ways. In some examples the processor 28 can obtain the first data 38 from the memory 34. In some examples, the processor 28 can submit a request for the first data 38, using the transceiver 32, from the remote system 36. For example, the processor 28 can request that the vessel transmits its actual or intended departure time from a previously scheduled terminal to the processor 28. In response, the vessel can transmit the first data 38, with the processor 28 receiving the first data 38 via the transceiver32. In other examples, the first data 38 can be transmitted from a previously scheduled or future scheduled terminal associated with the vessel.

[0077] The processor 28 also obtains second data 40 data indicative of a fuel operation of the vessel associated with a possible allocation of the vessel to the berth 16. In some examples, the second data 40 is indicative of a predicted volume of fuel to be supplied to the vessel as part of the fuel operation associated with the possible allocation of the vessel to the berth 16. In some examples, the second data 40 can indicate that a plurality of fuel operations is associated with the possible allocation of the vessel to the berth 16. For example, a possible allocation of the vessel to the berth 16 may require a plurality of fuel operations in order to reach the berth 16 on time, and / or to reach a next scheduled terminal on time. In some examples, the second data 40 is indicative of a plurality of fuel operations of the vessel associated with a plurality of possible allocations of the vessel to the berth 16. In some examples, the second data 40 is indicative of a plurality of fuel operations, each associated with a respective possible allocation of the vessel to the berth 16. The fuel operations may comprise possible fuel operations, for example all possible fuel operations associated with a given possible allocation of the vessel to the berth 16. The fuel operations can comprise predicted fuel operations, for example possible fuel operations that are considered likely to occur in response to a possible allocation of the vessel to the berth 16.

[0078] The processor 28 can obtain the second data 40 in a number of ways. In some examples, the processor 28 can obtain the second data 40. For example, the processor 28 can obtain the second data 40 from a vessel fuel table that indicates daily fuel consumption for a vessel. Such fuel consumption can be indicative of an increased number of fuelling operations that are needed. In some examples, the second data 40 can comprise actual fuel consumption data, for example transmitted from the vessel to the processor 28 via the transceiver 32. In some examples, the second data 40 can be based on the first data 38, for example with the first data 38 indicating increased vessel speed necessary to reach the container terminal 10, and hence impacting on the second data 40.

[0079] The processor 28 determines the proposed allocation 50 of the vessel to one of the berths 16 based at least in part on the first data 38 and the second data 40. To do this, the processor 28 considers a plurality of possible allocations of the vessel to the berth 16 based on the first data 38 and the second data 40, and the processor 28 selects one of the plurality of possible allocations as the proposed allocation 50 based on minimising an impact of the proposed allocation 50. For example, it may be desirable to minimise fuel consumption, and so the processor 28 can selectone of the possible allocations of the vessel to the berth 16 that reduces or minimises fuel consumption. In some examples, the processor 28 can solve a minimisation problem based on the first 38 and second 40 data. In some examples, the processor 28 can comprise a model, such as a machine learning model, that can take the first 38 and second 40 data as inputs, and output the proposed allocation 50 of the vessel to the berth 16.

[0080] By accounting both for the first data 38 and the second data 40, fuel consumption of the vessel may be accounted for when proposing an allocation of the vessel to the berth 16.

[0081] There are a number of possible actions that can take place in response to determination of the proposed allocation 50 of the vessel to the berth 16. In some examples, the processor 28 can cause the display device 30 to display the proposed allocation 50 of the vessel to the berth 16. By displaying the proposed vessel allocation to the berth on the display device 30, an operator of the computing system 20 may be able to analyse the proposed vessel allocation, and take appropriate action. For example, the operator of the computing system 20 may communicate, or cause communication of, the proposed allocation 50 of the vessel to the berth 16 to a crew of the vessel ahead of its arrival at the berth. The crew of the vessel may then configure the vessel for appropriate vessel operations and / or may configure the vessel so that it arrives on time with minimal fuel consumption. The operator may be able to configure resource operations of the terminal resources 18 based on the proposed vessel allocation. The operator may be able to configure crane operations of the cranes 24 based on the proposed vessel allocation. This may enable the operator to minimise energy consumption of the cranes 24.

[0082] In some examples a user can confirm, via user input to the computing system 20, the proposed allocation 50, resulting in actual allocation of the vessel to the berth 16 in a berthing plan for the container terminal 10. Such allocation of the vessel to the berth 16 can comprise any of storing the allocation in the memory 34, and displaying the allocation on the display device 30. In some examples, the user can request a redetermination of the proposed allocation 50, such as via a user input to the computing system 20. A redetermination can include determination of an alternative proposed allocation, for example based on a modified criteria forming part of the user input.

[0083] An example graphical user interface 200 that shows the proposed allocation 50 on the display device 30 is shown in Figure 3. Here the graphical user interface 200 comprises a plot of berth versus time, with a visual indicium 202 used to represent the vessel. Either side of thevisual indicium 202 are boundary lines 204. The boundary lines 204 indicate potential movement of the allocation of the vessel to the berth 16 that would still enable the allocation to meet criteria, such as enabling the vessel to reach a next scheduled terminal on time.

[0084] In some examples, the proposed allocation 50 can be transmitted via the transceiver 32 to the vessel, such as in response to a user input requesting such transmission via an input to the computing system 20. In some examples, the proposed allocation 50 can be transmitted to the remote system 36 via the transceiver 32.

[0085] The processor 28 can also take further data into account when determining the proposed allocation 50 of the vessel to the berth 16.

[0086] In some examples, the processor 28 obtains third data 42 indicative of cargo carried by either or both of the vessel and a further vessel, and can determine, based at least in part on the third data 42, the proposed allocation 50 of the vessel to the berth 16. Such third data 42 can be indicative of any of a type of cargo carried by the vessel and the further vessel, whether at least one of perishable cargo and livestock is carried by the vessel and the further vessel, and a priority of cargo carried by the at least one of the vessel and the further vessel. A priority of cargo carried by the vessel and the further vessel may be assigned to the cargo based on at least one of a type of the cargo, a value of the cargo, and an impact if an intended vessel operation performed on the cargo were to be missed or delayed. Such a vessel operation can comprise at least one of unloading the cargo from the vessel and the further vessel, loading the cargo from the vessel to the further vessel, and storing the cargo at the container terminal 10 or a further terminal for collection.

[0087] The third data 42 can be obtained from the memory 34, or from the remote system 36. For example, the third data 42 can be obtained from an inventory of the vessel or the further vessel, either directly from the vessel or the further vessel, from a previous terminal at which the vessel or the further vessel was loaded, or from the remote computing system 36.

[0088] In some examples, the processor 28 obtains fourth data 44 indicative of an impact of a possible allocation of the vessel to the berth 16 on a vessel operation of a further vessel, and can determine, based at least in part on the fourth data 44, the proposed allocation 50 of the vessel to the berth 16. The fourth data 44 can be indicative of an impact of the possible allocation of the vessel to the berth 16 on a timing of a vessel operation of the further vessel, for example on a timing of an onward journey of the further vessel to a next scheduled terminal. The fourth data44 can be indicative of an impact of a possible allocation of the vessel to the berth 16 on at least one of loading cargo to, unloading cargo from, and cargo carried by, the further vessel. The fourth data 44 can be indicative of an impact of the possible allocation of the vessel to the berth 16 on at least one of a timing and a location of berthing of the further vessel at the terminal. The fourth data 44 can be indicative of any of an impact of the possible allocation of the vessel to the berth 16 on at least one of a loading operation of the further vessel and an unloading operation of the further vessel.

[0089] The fourth data 44 can, in some examples, be calculated based on the first data 38.

[0090] In some examples, the processor 28 obtains fifth data 46 indicative of the terminal resources 18 of the container terminal 10, and can determine, based at least in part on the fifth data 46, the proposed allocation 50 of the vessel to the berth 16.

[0091] The fifth data 46 can be indicative of any of an availability of the terminal resources 18, for example of an availability of the cranes 24, a number of a particular resource of the terminal resources 18 allocated to a vessel operation, and a resource operation of the terminal resources 18 associated with a possible allocation of the vessel to the berth 16. The fifth data 46 can be indicative of any of a timing of the resource operation of the terminal resources 18, and a start of a crane shift for unloading and / or loading cargo.

[0092] A method 100 in accordance with the above is illustrated schematically in Figure 4. The method 100 comprises obtaining 102 the first data 38 indicative of at least one of a departure time of the vessel from a previously scheduled terminal and an arrival time of the vessel at a next scheduled terminal. The method 100 comprises obtaining 104 the second data 40 indicative of a fuel operation of the vessel associated with a possible allocation of the vessel to the berth 16. The method 100 comprises obtaining 106 the third data 42 indicative of cargo carried by at least one of the vessel and a further vessel. The method 100 comprises obtaining 108 the fourth data 44 indicative of an impact of a possible allocation of the vessel to the berth 16 on a vessel operation of a further vessel. The method 100 comprises obtaining 1 10 the fifth data 46 indicative of resources at the terminal. The method 100 comprises determining 1 12, based at least in part on the first 38, second 40, third 42, fourth 44, and fifth 46, data, a proposed allocation 50 of the vessel to the berth 16. It will be appreciated that the processes of obtaining 106 the third data 42, obtaining 108 the fourth data 44, and obtaining 1 10 the fifth data 46, are optional, and this isindicated by dashed lines in Figure 4. In such circumstances, the determining 1 12 process is based at least in part on the first 38 and second 40 data.

[0093] When accounting for any of the first 38 through fifth 46 data, the processor 28 can apply a negative weighting factor to any of the first 48 through fifth 46 data that is indicative of any of increased fuelling operations of at least one of the vessel and a further vessel, increased fuel consumption of at least one of the vessel and a further vessel, increased cargo loss associated with at least one of the vessel and a further vessel, increased risk of missed vessel operations, increased risk of missed vessel connections for at least one of the vessel and a further vessel, increased risk of the vessel or a further vessel having a delayed arrival time at a next scheduled terminal, increased resource usage of resources of the terminal, and increased energy consumption of the terminal and / or resources thereof.

[0094] In such a manner, the proposed allocation 50 of the vessel to the berth 16 can provide for reduced fuel consumption of the vessel compared to other possible allocations of the vessel to the berth 16, alongside decreased risk of missed vessel operations, decreased risk of cargo loss, decreased risk of missed vessel connections, decreased resource usage of the terminal resources 18, and decreased energy consumption of the container terminal 10 and the terminal resources 18.

[0095] It will be appreciated that, although described above in relation to allocation of one vessel to the berth 16, the processor 28 can equally determine berths 16 for a number of vessels, and can consider multiple berths 16 for each vessel.

[0096] In another example operation, the processor 28 determines, for a berthed vessel at the container terminal 10, a proposed allocation 350 of the cranes 24 to the berthed vessel to perform a plurality of vessel operations on the vessel within a time window. In particular, for a given berthed vessel at the container terminal 10, at least some of the cranes 24 will be required to perform unloading or loading operations for the berthed vessel. Inefficiencies in allocation of the cranes 24 can lead to increased energy consumption by the cranes 24, and the determination performed by the processor 28 can provide decreased energy consumption relative to other methods of allocating the cranes 24. Determination of the proposed allocation 350 of cranes 24 may take place subsequently to the processor 28 determining a proposed allocation 50 of the vessel to the berth 16. Such an operation is illustrated schematically in Figure 5.

[0097] It will be appreciated that here a berthed vessel here can be a current berthed vessel, or indeed a future berthed vessel, such as a vessel that has been allocated to a berth 16 by the method 100 of Figure 4. It will also be appreciated that the processor 28 can determine proposed allocations of the cranes 24 to multiple berthed vessels. The vessel operations here can correspond to a shift of the cranes 24, and can include unloading cargo from, and loading cargo to, the berthed vessel by the cranes 24 during the shift of the cranes 24.

[0098] To perform the determination, the processor 28 obtains first data 300 indicative of a status of the berthed vessel at the container terminal 10 within the time window. It will be appreciated here that the term “first data” is used as a label for the first data used in this particular determination performed by the processor 28. The first data 300 can comprise at least one of an identifier, such as a name, of the berthed vessel, a type of the berthed vessel, a size, for example a length, of the berthed vessel, a cargo capacity of the berthed vessel, a priority of the berthed vessel, a berth identifier of the berthed vessel, and a time at which the berthed vessel is berthed at the terminal. The type of the berthed vessel can comprise an indication as to whether the berthed vessel is carrying perishable cargo or livestock. The priority of the berthed vessel is indicative of a proposed ordering in which vessel operations should be carried out on the berthed vessel and a further berthed vessel at the container terminal 10.

[0099] The processor 28 can obtain the first data 300 in a number of ways. In some examples the processor 28 can obtain the first data 300 from the memory 34. In some examples, the processor 28 can submit a request for the first data 300, using the transceiver 32, from the remote system 36. For example, the processor 28 can request that the vessel transmits the first data 300, with the processor 28 receiving the first data 300 via the transceiver 32. In some examples, the first data 300 can be obtained from an actual allocation, or a proposed allocation 50, of the berthed vessel to the container terminal 10, such as an allocation obtained by the method 100 of Figure 4.

[0100] The processor 28 obtains second data 302 indicative of cargo associated with the plurality of vessel operations to be performed within the time window. The second data 302 can be indicative of a volume of cargo associated with the plurality of vessel operations, such as a total volume of cargo associated with the plurality of vessel operations, and a respective volume of cargo associated with each of the plurality of vessel operations.

[0101] The processor 28 can obtain the second data 302 in a number of ways. In some examples the processor 28 can obtain the second data 302 from the memory 34. In some examples, the processor 28 can submit a request for the second data 302, using the transceiver 32, from the remote system 36. For example, the processor 28 can request that the vessel transmits the second data 302, with the processor 28 receiving the second data 302 via the transceiver 32. In some examples, the second data 302 can be obtained from an actual allocation, or a proposed allocation 50, of the berthed vessel to the container terminal 10, such as an allocation obtained by the method 100 of Figure 4.

[0102] The processor 28 obtains third data 304 indicative of a number of the cranes 24 required to perform the plurality of vessel operations within the time window on the berthed vessel. The third data 304 can be indicative of any of a total number of cranes 24 required to perform the plurality of vessel operations within the time window, and a number of cranes 24 required to perform each respective vessel operation of the plurality of vessel operations within the time window.

[0103] The processor 28 can obtain the third data 304 in a number of ways. In some examples the processor 28 can obtain the third data 304 from the memory 34. In some examples, the third data 304 can be obtained from an actual allocation, or a proposed allocation 50, of the berthed vessel to the container terminal 10, such as an allocation obtained by the method 100 of Figure 4. In some examples, the processor 28 can calculate the third data 304 based at least in part on the first data 300 and the second data 302.

[0104] The processor 28 obtains fourth data 306 indicative of a status of the cranes 24 within the time window. The fourth data 304 can be indicative of any of whether at least one of the cranes 24 will be available to perform at least one of the plurality of vessel operations within the time window, whether each of the cranes 24 will be available to perform at least one of the plurality of vessel operations within the time window, and whether any of the cranes 24 is scheduled to be undergoing maintenance and / or downtime within the time window. The fourth data 304 can be indicative of any of whether a crane 24 that is intended to be allocated to the berthed vessel in a possible allocation of the cranes 24 to the berthed vessel is, or would be, missing from the possible allocation, and whether a crane 24 that is intended to be allocated to the berthed vessel in a possible allocation of the cranes 24 to the berthed vessel is, or would be, assigned to a further berthed vessel during the time window.

[0105] The fourth data 306 can also be indicative of whether a first crane 24 that is intended to be allocated to the berthed vessel in a possible allocation of the cranes 24 to the berthed vessel, will be idle for more than a pre-determined period during at least some of the plurality of vessel operations, with the first crane 24 being located between two other cranes 24 that are intended to be allocated to the berthed vessel in the possible allocation of the cranes 24 to the berthed vessel.

[0106] The processor 28 can obtain the fourth data 306 in a number of ways. In some examples the processor 28 can obtain the fourth data 306 from the memory 34. In some examples the processor 28 can obtain the fourth data 306 from the cranes 24. In some examples, the processor 28 can calculate the fourth data 306 based at least in part on data obtained from the memory 34 and / or on data obtained from the cranes 24.

[0107] The processor 28 obtains fifth data 308 indicative of a relative positioning of at least one of the cranes 24 to the berthed vessel within the time window. The fifth data 308 can be indicative of any of a reach of the cranes 24 to the berthed vessel during a possible allocation of the cranes 24 to the berthed vessel, a relative position of the crane 24 to the berthed vessel prior to a start of a vessel operation of a possible allocation of the cranes 24 to the berthed vessel, whether the crane 24 is required to move from a start position prior to the vessel operation to perform the vessel operation, a number of movements the crane 24 is required to make to be able to perform a plurality of vessel operations associated with a possible allocation of the cranes 24 to the berthed vessel, and whether one of the cranes 24, associated with a possible allocation of the cranes 24 to a further vessel located on a first side of a further one of the cranes 24 intended to be allocated to the vessel, is located on a second opposite side of the further one of the cranes 24 intended to be allocated to the vessel. For the latter, it will be appreciated that as the cranes 24 are disposed in a fixed order along the rails 22, crossover of cranes 24 to perform the vessel operations cannot occur, and hence possible allocations indicating such crossover should be penalised.

[0108] The processor 28 determines the proposed allocation 350 of the cranes 24 to the berthed vessel based at least in part on the first 300 through fifth 308 data. To do this, the processor 28 can consider a plurality of possible allocations of the cranes 24 to the berthed vessel based on the first 300 through fifth 308 data, and the processor 28 can select one of the plurality of possible allocations as the proposed allocation 350 based on minimising an impact of the proposed allocation 350. For example, it may be desirable to minimise energy consumption, and so theprocessor 28 can select one of the possible allocations of the cranes 24 to the berthed vessel that reduces or minimises energy consumption.

[0109] In some examples, the processor 28 can solve a minimisation problem based on the first 300 through fifth 308 data. In some examples, the processor 28 can comprise a model, such as a machine learning model, that can take the first 300 through fifth 308 data as inputs, and output the proposed allocation 350 of the cranes 24 to the berthed vessel.

[0110] When performing the determination of the proposed allocation 350 of the cranes 24 to the berthed vessel, the processor 28 assigns negative weighting factors to certain aspects of the first 300 through fifth 308 data. Exemplary such scenarios that are associated with negative weighting factors are described briefly below.

[0111] Where the fourth data 306 is indicative that a crane 24 will not be operational within the time window, for example that a crane 24 will not be operational for at least some of the vessel operations within the time window, a negative weighting factor is applied to the fourth data 306. Where the fourth data 306 indicates that a crane 24 will be undergoing maintenance and / or downtime within the time window, a negative weighting factor is applied to the fourth data 306.

[0112] Where the fourth data 306 indicates that a crane 24 that is intended to be allocated to the berthed vessel in a possible allocation of the cranes 24 to the berthed vessel cannot actually be assigned as part of the possible allocation, a negative weighting factor is applied to the fourth data 306. Where the fourth data 306 is indicative that the crane 24 is, or would be, assigned to a further berthed vessel during the time window, a negative weighting factor is applied to the fourth data 306. Where the fourth data 306 is indicative that the crane 24 will be idle during at least some of the plurality of vessel operations, a negative weighting factor is applied to the fourth data 306.

[0113] Where the fifth data 308 indicates that a crane 24 does not have full reach to the vessel, a negative weighting factor is applied to the fifth data 308, with the negative weighting factor increasing as the reach to the vessel decreases. Where the fifth data 308 indicates that a crane 28 is required to move a distance above a pre-determined threshold from its respective relative start position to be able to perform a vessel operation of the plurality of vessel operations, a negative weighting factor is applied to the fifth data 308. In some examples the pre-determined threshold is zero, and the negative weighting factor can be scaled based on how far from its startposition the crane 24 is required to move to perform the vessel operation, for example with the negative weighting factor increasing as the distance from the start position increases.

[0114] Where the fifth data 308 indicates that the crane 24 is required to move more than a predetermined number of movements to be able to perform the plurality of vessel operations associated with a possible allocation of the crane 24 to the berthed vessel, a negative weighting factor is applied to the fifth data 308. In some examples, the pre-determined number of movements is zero, and the negative weighting factor is scaled based on how many movements are required to be able to perform the plurality of vessel operations associated with a possible allocation of the cranes 24 to the berthed vessel, for example with the negative weighting factor increasing as the number of movements increases.

[0115] Where the fifth data 308 indicates that one of the cranes 24, associated with a possible allocation of the cranes 24 to a further vessel located on a first side of a further one of the cranes 24 intended to be allocated to the vessel, is located on a second opposite side of the further one of the cranes 24 intended to be allocated to the vessel, a negative weighting factor is applied to the fifth data 308.

[0116] There are a number of possible actions that can take place in response to determination of the proposed allocation 350 of the cranes 24 to the berthed vessel. In some examples, the processor 28 can cause the display device 30 to display the proposed allocation 350 of the cranes 24 to the berthed vessel. By displaying the proposed crane allocation 350 on the display device 30, an operator of the computing system 20 may be able to analyse the proposed crane allocation, and take appropriate action. For example, the operator of the computing system 20 may communicate, or cause communication of, the proposed allocation 350 of the cranes to a crew of the vessel ahead of its arrival at the berth. The crew of the vessel may then configure the vessel for appropriate vessel operations. The operator may be able to configure resource operations of the terminal resources 18 based on the proposed vessel allocation. The operator may be able to configure crane operations of the cranes 24 based on the proposed vessel allocation. This may enable the operator to minimise energy consumption of the cranes 24.

[0117] In some examples a user can confirm, via user input to the computing system 20, the proposed allocation 350, resulting in actual allocation of the cranes 24 to the berthed vessel in a plan for operations of the cranes 24 at the container terminal 10. Such allocation of the cranes 24 can comprise any of storing the allocation in the memory 34, and displaying the allocation onthe display device 30. In some examples, the user can request a redetermination of the proposed allocation 350, such as via a user input to the computing system 20.

[0118] In some examples, the processor 28 automatically causes a controller or controllers of the cranes 24 to cause movement of the cranes 24 along the rails 22. In some examples, the processor 28 causes, in response to a user input to the computing system 20, a controller or controllers of the cranes 24 to cause movement of the cranes 24 along the rails 22.

[0119] A method 400 in accordance with the above is illustrated schematically in Figure 6. The method 400 comprises obtaining 402 the first data 300 indicative of a status of the berthed vessel at the container terminal 10 within the time window. The method 400 comprises obtaining 404 the second data 302 indicative of cargo associated with the plurality of vessel operations to be performed within the time window. The method 400 comprises obtaining 406 the third data 304 indicative of a number of the cranes 24 required to perform the plurality of vessel operations within the time window on the berthed vessel. The method 400 comprises obtaining 408 the fourth data 306 indicative of a status of the cranes 24 within the time window. The method 400 comprises obtaining 410 the fifth data 308 indicative of a relative positioning of at least one of the cranes 24 to the berthed vessel within the time window. The method 400 comprises determining 412, based at least in part on the first 300, second 302, third 304, fourth 306, and fifth 308, data, a proposed allocation 350 of the cranes 24 to the berthed vessel.

[0120] By accounting for the first 300 through fifth 308 data when determining the proposed allocation 350 of the cranes 24 to the berthed vessel to perform the plurality of vessel operations on the vessel within the time window, energy consumption associated with performing the plurality of vessel operations on the berthed vessel within the time window may be reduced. For example, the first 300 through third 304 data may enable an accurate picture to be provided of the resources needed to perform the plurality of vessel operations within the time window, whilst the fourth 306 and fifth 308 data may enable provision of such resources whilst minimising energy consumption associated with performing the plurality of vessel operations on the berthed vessel within the time window.

[0121] It will be appreciated that container terminals 10 where the processor 28 performs only one of the method 100 of Figure 4 and the method 400 of Figure 6 are also envisaged.

[0122] Example embodiments of the present invention have been discussed, with particular reference to the examples illustrated. However, it will be appreciated that variations and modifications may be made without departing from the scope of the invention as defined by the appended claims.

Claims

CLAIMS:

1. A computer-implemented method of allocating a vessel to a berth at a terminal, the computer-implemented method comprising: obtaining first data indicative of at least one of a departure time of the vessel from a previously scheduled terminal and an arrival time of the vessel at a next scheduled terminal; obtaining second data indicative of a fuel operation of the vessel associated with a possible allocation of the vessel to the berth; and determining, based at least in part on the first and second data, a proposed allocation of the vessel to the berth.

2. A computer-implemented method as claimed in Claim 1 , wherein the proposed allocation of the vessel to the berth comprises a proposed time at which the vessel should be located at the berth.

3. A computer-implemented method as claimed in Claim 1 or Claim 2, wherein the computer- implemented method comprises: obtaining third data indicative of cargo carried by at least one of the vessel and a further vessel, and determining, based at least in part on the third data, the proposed allocation of the vessel to the berth.

4. A computer-implemented method as claimed in Claim 3, wherein the third data is indicative of a type of cargo carried by the at least one of the vessel and the further vessel.

5. A computer-implemented method according to any one of the preceding claims, wherein the computer-implemented method comprises: obtaining fourth data indicative of an impact of a possible allocation of the vessel to the berth on a vessel operation of a further vessel; and determining, based at least in part on the fourth data, the proposed allocation of the vessel to the berth.

6. A computer-implemented method as claimed in Claim 5, wherein the fourth data is indicative of an impact of the possible allocation of the vessel to the berth on a timing of a vessel operation of the further vessel.

7. A computer-implemented method according to any one of the preceding claims, wherein the computer-implemented method comprises: obtaining fifth data indicative of resources at the terminal; and determining, based at least in part on the fifth data, the proposed allocation of the vessel to the berth.

8. A computer-implemented method as claimed in Claim 7, wherein the fifth data is indicative of a resource operation of a resource at the terminal, the resource operation associated with a possible allocation of the vessel to the berth.

9. A computer-implemented method as claimed in Claim 7 or Claim 8, wherein the fifth data is indicative of an availability of the resource at the terminal.

10. A computer-implemented method as claimed in any one of Claims 7 to 9, wherein the fifth data is indicative of a timing of the resource operation of the resource at the terminal.

11. A computer-implemented method as claimed in any one of the preceding claims, wherein the computer-implemented method comprises displaying, on a display device, the proposed vessel allocation to the berth.

12. The computer-implemented method according to any one of the preceding claims, wherein the determining the proposed allocation of the vessel to the berth comprises selecting one a plurality of possible allocations of the vessel to the berth based on the first data and the second data.

13. A computing system comprising one or more processors configured to perform the computer-implemented method according to any one of the preceding claims.

14. A data carrier comprising machine readable instructions for the operation of one or more processors of the computing system according to Claim 13 to perform the computer-implemented method according to any one of Claims 1 to 12.

15. A computer program comprising instructions which, when the program is executed by a computing system, cause the computing system to carry out the computer-implemented method of any one of Claims 1 to 12.

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