213
1 INTRODUCTION
Thedevelopmentof international trade requires the
transportation of asubstantialamountofgoodsand
materials between countries. Particularly in recent
years, as the Chinese economy rapidly grows,
maritime transportation centering on Asia has
intensified.Thelargecontainerportsintheworldare
mostly in East Asia (WSC, 2011‐2013). The vessels
responsibleforthemasstransportationofgoodshave
grown in size and quantity (WSC 2015).
Consequently, maritime accidents and ship
congestionarefrequent.Therefore,itisimportantto
improve the safety and efficiency of maritime
transportation.
Container shipping is the principal means of
international maritime transportation. The majority
are regular liner shipping services. The container
ships support the economy and logistics, visiting
designatedportsonaregularschedule.Thus,whena
container ship arrives at the port and delivers the
containersverylat
e,theoperatorshavetocopewith
high extra costs due to delays. Moreover, because
containershipnavigationisdifficultandsensitiveto
theweather,itispossibletoaffecttheshipnavigation.
Consequently,theoperatingofmanycontainerships
is to arrive at their destination earlier and anchor
offshore waiting for berth. This often results to port
congestion. If the situation of ships anchoring
offshore can be mitigated, ship congestion around
ports will be resolved, and the waiting time can be
used to reduce the navigation speed during their
voyage. As the result, the cost fuel will be reduced.
Moreover, most ships anchor offshore without
stopping their engines. Thus, the mi
tigation of
anchoring ships will also reduce the hazardous
substancesdischarged.
Researches on the efficiency of container ships
have always focused on economic efficiency and
energy reduction. To address the problem, several
studies have been ma
de on optimized routing, port
operation,andsoon.Forinstance,LinY.(2013)and
KobayashiE.(2015)havecarriedoutoptimizationof
shiproutingtoincreasetheoperatingefficiencybased
Ship Behavior Analysis for Real Operating of Container
Ships Using AIS Data
X.Gao
KobeUniversity,Kobe,Japan
H.Makino
OsakaUniversity,Osaka,Japan
M.Furusho
KobeUniversit,Kobe,Japan
ABSTRACT:Theaimofthispaperistounderstandtherealactivityandoperatingsituationofcontainerships
inordertoimprovenavigationefficiency.The studyfocusedonthe navigationforanentire ship voyage to
understand the real activity of container ships using the historical ship navigation ba
sed on Automatic
IdentificationSystem(AIS)data,whichispossiblesoastounveilthecharacteristicsofrealshipactivity.The
analysisconsidersshipvoyages in theSeto InlandSea anditsoceanic waters,which arethe primarytraffic
routesforcontainertransportationparticularlyforChina,Japan,andSouthKorea.Theresultsofthisstudycan
beusedtoimprovetheefficiencyofcontainershipsanddevelopasmoothermaritimetransportation.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 10
Number 2
June 2016
DOI:10.12716/1001.10.02.04
214
onweatherinfluence.Inthestudiesofportoperation,
AvrielM.(2000)hasfocusedonthestowageplanfor
containers, and Zhen L. (2016) has investigated the
concept of yard congestion to increase the port
operation efficiency. Since ship anchoring is
influenced by multiple reasons (WSC 2015), it is
necessary
to adopt an integrated approach for the
investigationandanalysisofshipoperation. Previous
researches have carried out the analysis of ship
navigation and port operation separately. However,
they have not really improved the operation
efficiency. In this study, the analysis combined the
ship navigation and port operation. We focused
on
the navigation for an entire ship voyage to
understandthe realactivity of container ships using
Automatic Identification System (AIS) data. The
purpose of this study is to improve the ship
navigation efficiency with on‐time arrival. We
analyzethecontainershipsnavigatinginSetoInland
Sea,JapananditswatersandenteringtheKobeand
Osaka ports, Japan, where the number of container
shipsdepartingandarrivingfromChina,Japan,and
South Korea continues to increase. Improving the
efficiency of container ships in this ocean area is
crucial to the stabilization and development of the
Asian economy. The results can contribute to the
developmentofasmoothermaritimetransportation.
This paper is organized as follows. Section 2
describes the method and related prior studies.
Section 3 provides the actual navigation situation of
containershipsbasedonstatisticalanalysisandship
trajectory. Section 4 presents the extraction
of the
entireshipvoyageincludingshipwaitingand cargo
handling,andtheresultisexplainedbyacasestudy.
TheinterpretationofresultsisdiscussedinSection5.
Finally,Section6concludesthefindingsofthisstudy.
2 APPLICATIONOFAISDATA
Usually, ship navigation is investigated by visual
observationandradarimageobservation(Niwaetal.,
2009).However,itisimpossibletoobtaindataovera
long period and accurately measure the position,
course, and speed of the vessel. Many studies have
understood the ship movement by performing
simulationmodels(Montewkaetal.2010,RohMand
Ha S
2013). Although these models can describe the
dynamic motion of the ship, majority of them can
onlybeappliedtoafewspecificships.
The method used in this study is the analysis of
ship navigation history. The actual ship movement
utilizes automatic identification system (AIS), which
is a technology
that automatically provides
information about a ship to other nearby ships and
coastal authorities. With this, it is possible to obtain
thenavigationinformationofshipsinanaccurateand
quantitative manner. The AIS is required to be
installed aboard all international voyaging ships
larger than 300 gross tonnage (GT), all
non‐
internationalvoyagingshipslargerthan500GT,and
allpassengerships(IMO,2003).Thedatatransmitted
include static information [vessel’s maritime mobile
serviceidentity(MMSI)number,typeofship,overall
lengthofship,etc.],dynamicinformation[thecurrent
location, speed over ground (SOG), course over
ground(COG),heading,navigational
status,etc.],and
voyage‐related information such as draft and
destination.
As it is possible to observe the ship navigation
information more easily and quickly, AIS data have
been used in maritime research such as the
investigation of traffic flow (Olindersson F et al.,
2015),environmentalpollutionsurvey(CoelloJ.etal.,
2015),andsoon.Makino(2012)andGaoetal.(2013)
have shown that the analysis of historical ship
navigation record using AIS data can reveal the
characteristicsofactualshipmovement.Thesestudies
weregooduseoftheactualshipnavigationaldata.
In
this study, the entire voyage of container ships is
analyzed by dynamic analysis technique. The
navigation situation (such as the position of ship,
navigation speed and ships distance, etc.) have
calculated and analyzed with time. The method is
possible to understood the actual situation of the
entershipvoyage
inadetailedandaccuratemanner,
including the ship navigating the traffic route,
waitingforberthandcargohandling.
3 ANALYSISOFREALACTIVITYOFCONTAINER
SHIPSUSINGAISDATA
3.1 Investigationofcontainershiptraffic
TheresearchareaforthisstudyistheSetoInlandSea
anditsoceanicwaterslocatedinthewesternpartof
Japan(32°31′N~34°57′12″N;130°28′40″E~135°39′4″E).
Figure 1 shows the map of the research area. In the
figure,theblackandbluedotsindicatethetrajectories
of ships navigating in the research area in one
day,
according to the ships’ position from AIS data. The
trajectoriesofcontainershipsareshownbybluedots.
This area contains two Japanese international trade
container terminals, namely Kobe and Osaka. The
Kanmon Strait, located in the westernmost side of
SetoInlandSea,isthewestentranceofthe
inlandsea
astheportalshipspassthroughandintotheportof
Japan.
Basedonthetrajectories,itiscanbeobservedthat
therearetwomaintrafficroutesforshipsnavigating
between Kanmon Strait and Kobe and Osaka ports.
OneofthemistheSetoInlandSeatrafficroute,
and
theotheristhePacificOceanroute.
Figure1.Researchareaandshiptrajectories
215
We can check that most ships passing through
theseroutesresideinKobeandOsakaports, andjust
afewcontainershipsrepresentdirecttrafficintothese
ports without operating in the Kanmon Strait. The
routes are important for Japan and are utilized as
internationalroutesforcontainerlinersowing
tothe
EastAsianeconomicdevelopmentinrecentyears.
The investigation research period was between
March1and7,2012.ByexaminingtheAISdata,the
vesseltrafficvolumewasobtained.Thebargraphin
Figure 2 shows the statistical results of the number
and types of ships. We verified
from the MMSI
number that there were 2,610 passing ships during
the research period, and more than 1,400 ships
navigatedthisarea in1day.Thegraphshowsthatthe
number of passing ships was highest on March 7
(Wednesday),withaslightlysmallernumberofships
onMarch3(Saturday).
Themaintypeofshipinthis
area was dry cargo, which includes container ships,
with a contribution of approximately 63% of all
passingships.
The container ship targets in this study were
periodical container service. Unfortunately, the
information of container ships do not exist in AIS
data.Therefore,weusedAISdataandanoriginallist
of container ship based on the International
Transportation Handbook 2013 (Ocean Commerce
Limited, 2013) to extract the container ships. This
handbook collects the international transport and
periodicalserviceinformation.Thecontainershipwas
obtained based on the IMO number included in
the
databases.Asa result oftheextraction,we obtained
197containershipsbasedontheMMSInumbers,and
confirmed that 7% of all passing ships in the area
were container ships. Due to the combination of
databases, the information of container ships was
obtainedindetail,includingtheshipoperators,size,
and loading capacity of the container ship. Table 1
shows the investigation result of the number and
percentage of container ships according to the
operators’region.
Table1.Percentageofcontainershipsbyoperators
_______________________________________________
Operators’region Percentage Thenumberofship
(%)(ship)
_______________________________________________
China4078
Japan1937
SouthKorea1733
Taiwan1325
Denmark510
HongKong13
Others511
_______________________________________________
We verified that majority of the operators
belonged to Asian countries, particularly China and
SouthKorea.Thetotalpercentageofthecontribution
totrafficfromthesetwocountriesexceeds50%ofall
container ships. China has the largest number of
containershipsinthestudyarea.
Theloadingcapacityofcontainer
shipsistypically
described in twenty‐foot equivalent units (TEUs),
which is a unit of the cargo capacity of a standard
container. Table 2 shows the number of container
ships based on TEU. The figures are based on
maximumTEU.
Figure2.ThenumberandTypesofvessels intheresearch
area
Table2.Containershipsbasedoncapacity
_______________________________________________
Cargocapacity(TEUs)Thenumberofships(ship)
_______________________________________________
Lessthan999107
1,000–1,99945
2,000–2,99913
3,000–3,9991
4,000–4,99916
5,000–5,9995
6,000–6,9995
7,000–7,9991
8,000–8,9993
9,000–9,9991
_______________________________________________
Total197
_______________________________________________
From this investigation, it was verified that the
majority of ships were within the size of 999 TEU.
Container ships in this range have overall lengths
between 79 m and150 m. Atotal of 107 ships were
withinthisrange.Duringtheinvestigation,thelargest
sizeofcontainershipwas
9,012TEU,andtheoverall
lengthwas338m.
3.2 Analysisofcontainershipoperationsbasedon
trajectory
Weanalyzedtherealactivityofcontainershipsbased
on tracking. Figure 3 shows the trajectories of all
container ships in the research area during the
investigation.Thetrajectoriesareshownby
bluedots
andobtainedfromthegeographicinformationsystem
(GIS)basedontheship’sposition.
Figures 4 to 6 show the trajectories of container
basedontheTEU.Reddotspresentthetrajectoriesof
theTEUwithintherangeoflessthan1,999,
Figure3.Trajectoryofallcontainerships
216
Figure4. Trajectory of TEU within less than 1,999 (152
ships)
2,000–4,999, and 5,000–9,999, respectively. From
thetrajectoriesintherangeoflessthan1,999TEU,it
can be seen that there were two routes used to
navigatebetweenKanmonStraitandKobeandOsaka
ports: the Seto Inland Sea route and Pacific Ocean
route.Therewere152shipswithinthesaidrange.It
wasfoundthat
approximately45%ofallshipsinthis
rangenavigatedbetweenKanmonandOsakapassing
throughtheinlandsea,andapproximately7%ofall
shipsnavigatedinopenseapassingbetweenKanmon
andOsaka.Shipshaveoveralllengthsoflessthan200
m, and the overall length of 198 m was
the longest
shipinthisrangethatsailedboththeinlandseaand
opensea.ShipswithaTEUintherangeof2,000–4,999
navigated only in open sea between Kanmon and
Tomogashima Strait. A total of 30 ships were in this
range. We confirmed that container ships over 2,000
TEU are large container ships that operate at the
outward passage beca use the length of ship is
approximately200m,anditisdifficulttonavigatethe
narrow water in the inland sea with this length.
According to the trajectories ofcontainer ships
exceeding 5,000 TEU, the container ships departed
andarrivedKobeandOsakaportsonlybysailingthe
open sea and passing through the Tomogashima
Strait. It was confirmed that there were 15 ships in
this range, and their overall length was
approximately 300 m or more. These ships navigate
the inland sea by traffic regulations, and the risk is
high.
From these results, the real activity of container
ships navigating the different routes were
understood.
Figure5.TrajectoryofTEUwithin2,000–4,999(30ships)
Figure6.TrajectoryofTEUwithin5,000–9,999(15ships)
4 ANALYSISOFCONTINERSHIPNAVIGATION
FORANENTIREVOYAGE
4.1 Extractionofentirevoyageforcontainerships
This study analyzed an entire ship voyage of the
containerships.Weobtainedthenavigationincluding
ship navigating the route, anchoring offshore for
waitingtheberthandcargohandling.
Actually, the navigation status information
includedinthedynamicAIS dataisusedtoindicate
either a sailing or anchoring ship. However,
some
errorsmayhaveoccurred(becausethisinformationis
inputtedmanually),andmostshipsdriftedinanarea
without anchoring during a temporary stay.
Therefore, using the navigation status information
only would make it difficult to determine the target
data
To address this problem, we extracted the ship
navigation for
the entire voyage using the position
andspeeddata.Weinterpolatedthepositiondataon
aper‐secondbasisusinglinearinterpolationmethod.
Figure 7 shows the extraction process of the entire
containership voyage. According to the information
during the research period, the weather had no
significant effect on the
ships. Consequently, we
established whether a ship was anchoring or sailing
based on its speed over ground (SOG) and sailing
distance. We conducted the computations when the
branch condition was satisfied. Finally, ships that
were cargo handling or waiting offshore were
determined ba sed on the ship position within and
without
berths.Atthesametime,waitingandcargo
handlingtimeswerecalculatedandrecorded.
217
Figure7. Extraction process of entire voyage of container
ship
4.2 AcaseAnalysisofcontainershipoperationsbasedon
trajectory
We analyzed the detailed ship activity for an entire
voyageintheresearcharea,whichcanhelpimprove
the ship navigation efficiency to the optimum. All
container ships in the investigation were analyzed.
Here, the analysis results were explained by three
sampleshipsnavigatinginSetoInlandSearouteand
Pacific Ocean route, respectively. Table 3 lists the
principal characteristics and navigation information
ofthesamplevessels.
Table3.Principlesampleshipcharacteristics
_______________________________________________
ItemShipAShipB ShipC
_______________________________________________
RouteSetoInlandSea OpenSea OpenSea
Shiplength(m) 148148 338
Max.TEUcapacity 1,1181,118 9,012
Navigation 252329‐
distance(n.m.)
Navigationtime(h)2422‐
_______________________________________________
Allthreesampleshipsarecontainerships.ShipsA
and B have equal lengths and TEUs, making their
maneuverabilityidentical.ShipCwasthelargestship
duringtheinvestigation.Weusedtheidenticalships
transiting the east‐west route. The analysis of the
entireshipvoyageusedspeedandsailingtime.
Figures 8 to 10 show the trajectories with speed
distributionandchangesinshipspeedforShipsA,B,
and C. The higher illustration in each figure shows
thetrajectoryandspeeddistributionoftheship.Low
and high speeds were coded by green and red. The
lowerillustrationineachfigureshowsthetransition
ofshipspeedwhensailing.
Figure8showsthesailinganalysisofshipA;this
ship passed through the Kanmon Strait at 8:00 on
March 5 and arrived at the Port of Kobe at 8:00 on
March 6, taking approximately 24 h to navigate 252
nautical miles. During sailing, the maximum speed
was 19.4 kns, and the average speed was 14.5 kns.
Navigating the inland sea requires passing through
thefournarrowwatersofKanmonStrait,Kurushima
Strait,BisanSeto,andAkashiStrait.Thetimezones in
whichthisshipnavigateseachstraitareindicatedby
the blue rectangle in the ship speed graph. The
change in speed was frequently checked; in
particular, thespeed reduced when passing through
both straits. This ship rapidly decreased its speed
whenpassingthrougheachstrait, and afterpassing,
thespeedsharplyincreased.Themaximumdifference
inthespeedduringthevoyageexceeded10kns.We
confirmedasimilartendencyofallships thatsailedin
theinland sea from the analyticalresults. Moreover,
many routes have speed restrictions that ships shall
not navigate at speeds exceeding 12 kns, such as in
BisanSeto.However, itwasfoundthatthenavigation
speed was decreased to approximately 12 kns (but
neverlessthanthisspeed)intherestrictedroute.
Ship B is also a container ship having the same
length and TEU as Ship A. However, these similar
ships navigated through different routes. Ship B
navigatedtheKanmonStraitat14:00onMarch2and
arrivedatthePortofKobeat12:00onMarch3,taking
approximately22handtraveling329nauticalmiles.
Compared with Ship A, Ship B traveled a longer
distancetosailthesameroute.Thespeeddistribution
of Ship B sailing in the open sea was significantly
high or low. The maximum speed of sailing was 18
kns, and the average speed of Ship B was 15 kns,
whichisfasterthanShipAwhensailingintheinland
sea.ShipCbelongstoNorthernEuropeservice.The
ship navigated from Hong Kong toward Kobe port
passingthroughtheopensea.Accordingtothedata
providedbyJapanMeteorologicalAgency duringthe
investigation period, the weather conditions were
zero visibility, low rainfall, and low wind speed.
Therefore, it was
assumed that the current affected
the fluctuation of speed before passing through
Tomogashima Channel. The maximum speed was
over 20 kns after passing through the channel,
approximatelyat19.5h and 295nauticalmiles. This
analysis explains the sailing time of the ships
operating in each strait. Therefore, it is possible
to
estimate the time required for the ship to reach its
destinationandtoeffectivelyplanthenavigation.
218
Figure8.TracjectoryandspeeddistributionofShipA
Figure9.TracjectoryandspeeddistributionofShipB
Figure10.TracjectoryandspeeddistributionofShip
The speed of Ship A was 0 kn before the ship
enteredtheport,whichisindicatedbytheredpartin
Figure 8. The extracted ship waiting information
confirmedthatShipAwaitedoffshorebeforeentering
theport. Thewaiting timewas approximately 5.5 h.
Consequently,ShipAhada
longersailingtimethan
ShipB.UnlikeShipA,ShipsBandCenteredtheport
directly. Moreover, the cargo handling was verified.
ThecargohandlingtimeofShipAwasapproximately
7.5 h, which is shown by the green part on the line
graphinthefigure.ShipB
stoppedatKobeportand
Osaka port; the cargo handling was done two times
duringthevoyage.ShipChasthelargestTEUinthe
investigation and took approximately 18 h of cargo
handling.
4.3 Waitingactivityofcontainerships
Most container ships navigate the regular lines and
have an expected
time of arriving at the berth.
However,basedontheanalysisofnavigationforthe
entire ship voyage, it was found that the container
shipsanchoredoffshorebeforeenteringtheports.
The waiting activity of container ships was
analyzed quantitatively. Based on the analysis, the
activity characteristic of container ships
was known.
Afollow‐upsurveyofwaitingactivityconfirmedthat
there were 26 ships waiting for berths during the
investigation. These waiting ships anchored around
the ports. Moreover, the time of ship waiting was
obtained. The waiting times of container ships are
listedinTable4.
Table4.Waitingtimeofcontainerships
_______________________________________________
WaitingTime(h) Thenumberofcontainerships(ships)
_______________________________________________
0<H≤617
6<H≤124
12<H≤244
24<H≤481
_______________________________________________
Basedontheresults,weconfirmedthatmajorityof
container ships entered the port within 6 h. During
219
the investigation, the longest waiting time for a
containershipwas46h.Thiswasalargeshipwitha
lengthofapproximately336m.Suchalargeshipthat
isanchoredforalong period islikea large pieceof
floatingwreckagewithswing.Ithasanadverse
effect
onthetrafficanddecreasesefficiency.
Figure 11 shows a bar graph displaying the
numberofwaitingcontainerships overtimebasedon
capacity.Fromthisgraph,thestartandendtimesof
the waiting activity of container ships were
determined.Theseresultsconfirmedthattheflowof
waiting
shipssharplydecreasedfrom7:00,andthere
werealargenumberofwaitingshipsbetween0:00to
6:00.Majorityofshipsanchoredoffshoreovernight;it
wasexplainedthatmostshipsarrivedearlyandthen
passed the night waiting for a berth. Moreover, a
large proportion of container ships were always
anchored.
Figure11.
Thenumberofwaitingshipsovertimebasedon
capacity
5 DISCUSSION
Thisstudypresentedtheactualsituationofcontainer
ships navigating in Seto Inland Sea and its oceanic
waters. We successfully extracted the container ship
navigation information for the entire ship voyage
using dynamic analysis of AIS data. Based on the
analysis of the entire ship voyage, the navigation
characteristic
of container ships was figured out.
Container ships navigate different routes based on
sizeandcargocapacity.Moreover,wediscoveredthe
activityofcontainershipwaiting:theseshipsarrived
at their destination early and then passed the night
waitingforaberth.Oneofthereasonsconsideredis
that the
Seto Inland Sea has a complicated
geographical environment—the inconvenience from
trafficcontrolandshipcongestioncausesdifficultyin
navigating this route. Therefore, most ships provide
sufficienttimetosailtheinlandsea rapidly,inorder
topreventdelay.However,thesituationcanresultto
more waiting ships. Consequently, waiting ships
cause numerous offshore maritime accidents, ship
congestion, and environment issues. On the other
hand,thespeedofcontainer shipssailingintheopen
seawassignificantlyhighandlow.Inaddition,ifthe
ship rides on the current, it may attain an efficient
navigation. Therefore,
it is necessary to understand
the actual and detailed traffic situation of the ocean
area and the characteristics of ship activity for
planninganoptimumnavigationrouteandschedule.
Futureworkwillbedevotedtotheanalysisofthe
navigational behavior of other types and sizes of
ships and more details will be considered. A
quantitativeanddetailedanalysisoftherealactivity
iscertainlynecessarytoimprovesafetyandeconomic
efficiencyinshipnavigation.
6 CONCLUSIONS
This study analyzed the real activity of container
ships by the application of AIS data. The container
shipnavigationfortheentirevoyagewasidentified.
Themainresultsoftheanalysisarethefollowing:
1 Container ships
navigate in the Seto Inland Sea
and the open sea, respectively, based on the size
andcargocapacity.Fromtheanalysisbasedonthe
trajectories of ships, the ships navigated three
routes in this area depending on their TEU
capacity. Ships within the range of 1–1,999 TEU
passingbetweenKanmonandOsakanavigatedin
the inland sea and the open sea. However, ships
withaTEUintherangeof2,000–4,999navigated
in open sea between the Kanmon and
Tomogashima Strait and sailed in open sea only.
Moreover, ships exceeding 5,000 TEU did not
navigatetheinlandsea;theyjustpassinandoutof
theTomogashimaChannel.
2 Theentirevoyageofcontainershipswasanalyzed
basedonspeedandsailingtime.Consequently,we
identifiedthesailingtimedistributionoftheentire
operation and the passing time for each strait in
theSetoInlandSea.Moreover,thecharacteristicof
thechangeinspeedwasdetermined;inparticular,
thecontainershipsnavigatedtheinlandseawith
frequentincreasesanddecreasesinspeed.
3 Thewaitingactivity
ofcontainershipswasfound
by the analysis of the entire voyage. Majority of
container ships entered the port within 6 h and
many ships arrived early and then passed the
night waiting for a berth. Therefore, the waiting
shipscongestedbetweenmidnightandmorning.
This study provided core research vital to the
improvement of safety and efficiency of maritime
transportation.
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