KR20210016605A - Transporter route prediction based on dynamic input data - Google Patents

Abstract

A method and system for managing transporter ship information is provided. The carrier route and transit planning system receives carrier information associated with individual shipping vessels from a plurality of carrier information sources. Based on the transporter information, the transporter route and transport planning system processes the transporter information to form a complete route scenario. The transporter route and transport planning system determines one or more candidate routes by associating the control rules to the full route scenario. The carrier route and transport planning system can then create various interfaces for identifying selected, ranked routes, information related to competitive markets, and availability information for freight contracts. The user can then further manipulate the user interface for scenario planning or filtering of available options.

Description

Transporter route prediction based on dynamic input data

The present invention relates to a type of transporter route prediction system and method that can be used to predict the route of a vehicle or ship that can accommodate transport cargo, so that a third party can select a carrier to transport the cargo.

As generally described, computing devices and communication networks may be used to exchange data and/or information. In a typical application, a computing device can request content from another computing device over a communication network. For example, a user of a personal computing device can request a content page (eg, network page, web page, etc.) from a server computing device over a network (eg, the Internet) using a browser application. In this embodiment, the user computing device may be referred to as a client computing device and the server computing device may be referred to as a content provider.

In the context of the transportation industry, various content providers may provide information about the general availability, location, or destination of identifiable carrier equipment, such as a freight carrier or shipping vessel. For organizations trying to determine the route of travel, such as destinations, stopovers, etc. for specific transporters or transporter equipment, the information provided by other content providers or sources may be incomplete or inconsistent. In addition, the information provided to other organizations may vary depending on availability or business relationship.

In general, a transporter organization may provide transporter equipment or freight carriers such as vehicles or ships capable of receiving cargo for transport. With respect to offshore vessels, an individual itinerary of a vessel can be associated with a data set commonly referred to as voyage, which is defined as a start position and an end position. The data set corresponding to the voyage between the start and end positions also contains a loading location that defines a specific location for taking cargo, a waypoint that defines where the ship can pass through on the journey, and at least a portion of the cargo. Unloading locations that define specific locations for unloading and stop locations that define specific locations where the vessel's journey may be temporarily stopped may be included. In some embodiments, the voyage may be dynamic in nature as the carrier organization may adjust one or more locations (eg, waypoints, stop positions, etc.) during the voyage.

To maximize profits, the carrier organization attempts to contract with one or more third parties to transport cargo during a defined voyage. In a typical scenario, individual vessels may vary in their capacity to accommodate cargo during different aspects of the voyage. For example, an individual ship may not be capable of starting a voyage by loading the entire cargo at the starting position. During voyage, the vessel may traverse one or more unloading locations to gain the vessel's capacity to accommodate additional cargo when moving to additional locations of voyage, such as waypoints, unloading positions, stopping positions, etc. In this example, the carrier organization may enter into additional cargo contracts to replenish or replace cargo as the cargo is unloaded over the voyage. In another example, a ship may have full capacity to receive cargo as it begins sailing and moves to a set loading position to take it. In this example, the carrier organization may take additional cargo that can be transported and unloaded prior to arriving at the loading location.

Various third-party organizations (“third-party shippers”) that wish to secure transport services for the cargo to transport a specific cargo from a first location to a second location have negotiated a cargo contract with individual carrier organizations and Try to get as much information as possible to secure it. Third-party shippers may request information from the carrier's organization on the expected voyage location. Third-party shippers may also request information related to individual ships, such as an Automatic Identification System (“AIS”) system, for example, the AIS system may provide static information such as ship size, current speed, and course. And dynamic information, such as location, and nautical information, such as the expected arrival time predicted by the master, and used by third-party shippers to negotiate cargo contracts, port of call, etc. to find suitable ships for the required cargo and route. You can request information from a variety of organizations that may be involved in the shipping or shipping mode, such as brokers that become

Third-party shippers may have access to different levels of information or different types of information from specific sources of information. For example, a large third-party shipper or carrier organization may negotiate with the transportation organization to obtain more detailed voyage information, such as hourly reports on current location and travel route. In contrast, small third-party shipper or carrier organizations have access to only generally available voyage information that is provided once a day or once a week. Information sources generally do not confirm a defined format or standard and are often transmitted via other forms of communication (for example, textual information via e-mail and online communication platforms, and information posted on websites).

As described in Parolas et al., Prediction of Vessels'Estimated Time of Arrival (ETA) Using Machine Learning-A Port of Rodderdam Case Study, 6th Annual Meeting of the Transportation Research 46 Board (January 2017), Ship Position Prediction System In some known designs for, a single source of information, such as AIS information, can be used to predict the vessel's potential path or ETA. These systems attempt to compensate for the inherent errors associated with a single source of information.

At least one aspect of the embodiments disclosed herein can be overcome by a carrier route prediction system that relies on a single source of information to analyze information from multiple sources and to identify and supplement incomplete or inconsistent information regarding the navigation of individual carriers. Includes the perception that you are experiencing a possible problem. For example, a transport specialist may receive general information from one or more sources of information that a particular ship will be in Asia, without detailed information about a particular port of call or the timeframe of the itinerary. In another example, a generally published report may indicate that vessels near the southern United States are sailing towards a Central or South American port of call, while other sources may indicate that the itinerary is heading towards a European port of call. Thus, a single information source system does not attempt to solve the unique problems associated with multiple information sources or dynamically variable information sources. Rather, single source systems typically attempt to solve problems related to weather delays or other delays encountered during voyages.

The dynamic and incomplete nature of the carrier information presents a variety of technical issues for third-party shippers attempting to contract with the carrier for freight transport. For example, individual sources of information about one or more carrier organizations or vessels may be formatted and provided in a manner that requires expertise or procedures. This diversity of formats and sources leads to inefficiencies in processing ship voyage information and providing usable information in a way that facilitates evaluating carrier availability. In addition, information can be inconsistent or incomplete, resulting in additional processing and decision-making inefficiencies in the selection of carrier organizations and individual vessels. In addition, potential differences in the accessibility or availability of transporter information provided by third-party shippers lead to additional inefficiencies by diversifying the transporter information that can be used by individual third-party shippers. These and other factors make the process of estimating the path of a potentially usable carrier ship intensive and often lacking in accuracy. Other problems and technical difficulties may be apparent to those skilled in the relevant art, and thus are not limited to the above-described exemplary inefficiencies.

In another aspect of at least one of the embodiments disclosed herein, a method and system for predicting a cargo ship navigation route analyzes vessel navigation information from several sources and identifies a common anchor point among a plurality of initial partial navigation routes. , The recognition that it can be improved to provide much faster and more accurate results by resolving the full path scenario based at least in part on the identified common anchor points.

Another aspect of at least one of the embodiments disclosed herein is to provide a system capable of generating voyage routes and transport availability predictions for at least 100 ships for at least two weeks into the next 30 minutes or less. It includes the recognition that it can provide a significant advantage to transport professionals in their ability to identify the most suitable ships. For example, some modern transport professionals may be provided with ship information updates every 30 minutes from multiple ship information sources for more than 100 ships. Currently, some of these experts compete with others in similar situations, and each expert tries to find a ship that can meet a particular shipment as quickly as possible. Such transport specialists can receive information on several vessels that could potentially satisfy transport, and after 30 minutes, new information arrives indicating different sets of vessels available before the specialist enters into a contract with the appropriate vessel. This high frequency of information flow can make it difficult for transport professionals to successfully investigate potential ship availability with the most recently updated information.

In another aspect of at least one of the embodiments disclosed in the present specification, the process of analyzing and indexing ship information received by transportation experts and the process of predicting a ship navigation route are largely provided by providing a service for indexing unindexed ship information. Include the perception that it can be improved. For example, some transport professionals receive a large number of communications along with ship information, most of which can be in unindexed full-text, text-image format, and can be formatted in various ways. Some of these communications may be sent by email, fax, or other form of communication to a transport professional.

Thus, in some embodiments, the (system/method) for predicting ship availability indexes unindexed ship information from a plurality of different sources, and uses at least ship name data, port name data and ship status in a plurality of different formats. It may include a natural language ship information parser configured to format it into data. In some embodiments, methods and systems may recognize transport industry specific abbreviations and acronyms. Thus, experts can enter a large number of emails into the ship availability prediction system, including emails that are not indexed and may have full text or text images related to multiple ships, in various formats, and receive an expected availability solution with only a short wait. I can. For example, in some embodiments, the systems and methods can provide predictive availability results for more than a thousand ships over the next two weeks or more, using computer hardware currently widely used in the commercial market. By identifying common anchor points between a plurality of initial skeletal navigation routes and reducing the number of computations required to determine a complete navigation route using these anchor points, further improvements can be obtained by simplifying the prediction process. For example, using such anchor point analysis can reduce the processing time of predicting the availability of more than 100 ships over the next two weeks or more, using computer hardware that is now widely used in the commercial market. These rapidly generated results, based on up-to-date information, enable transport professionals to investigate potential contracts of carriage for ship operators who are likely to agree to the most favorable conditions of transport.

Throughout the drawings, reference numbers may be reused to indicate correspondence between referenced elements. The drawings are provided to illustrate the exemplary embodiments described herein and are not intended to limit the scope of the disclosure.
1A is a block diagram of a transporter planning environment including one or more user devices, one or more transporter information sources, a transporter route and transport planning system, and a transporter organization in accordance with some embodiments;
1B1 and 1B2 are block diagrams illustrating a navigational state diagram defining one or more locations for a vessel in accordance with some embodiments;
2 is a block diagram illustrating components of a user device for requesting and receiving content associated with carrier routing determination in accordance with some embodiments;
3 is a block diagram illustrating components of a transporter route and transport planning system in accordance with some embodiments;
4A-4B are block diagrams of the transporter planning environment of FIG. 1 illustrating collection of transporter information sources and processing of transporter information to generate transporter route information in accordance with some embodiments;
5 is a flowchart illustrating a transporter information processing and planning routine implemented by a transporter route and transport planning system in accordance with some embodiments;
6 is a flow diagram illustrating a data entry processing routine implemented by a transporter route and transport planning system in accordance with some embodiments;
7 is a flow diagram illustrating a route creation routine implemented by a transporter route and transport planning system in accordance with some embodiments;
8 is a flow diagram illustrating a full route scenario processing routine implemented by a transporter route and transport planning system in accordance with some embodiments;
9 is a block diagram illustrating a user interface generated on a user device for identifying transporter information in accordance with some embodiments; And
10 is a block diagram illustrating a user interface generated on a user device for identifying transporter information in accordance with some embodiments.

In order to address at least some of the aforementioned problems related to managing one or more aspects of a carrier organization and a third party shipper, the present application corresponds to a method and system for managing carrier ship information. More specifically, aspects of the present application correspond to a transporter route and transport planning system for processing a transporter information source to predict one or more routes for one or more transporter vessels. The carrier information source may correspond to at least partial information related to one or more carrier equipment, such as a ship, for example. For any given vessel, the carrier information is an automatic identification system (“AIS”) information source related to location information about the vessel, a marketing intelligence (“MI”) information source related to information about the ship's next destination/flight, and the vessel. Source of fixture information related to loading and unloading information of ships, source of port authority information related to loading and unloading information of ships, source of customer user information related to information about owning ships, and historical voyage information related to previous voyage information about the ship. It may include one or more of.

Based on the transporter information source information, the transporter route and transport planning system processes the transporter information to generate a set of skeletal scenario routes that identify possible voyage information corresponding to individual transporter information sources. Illustratively, the transporter route and transport planning system further identifies anchoring information used as reference information for comparing and further processing the skeleton scenario route, along with the skeleton scenario route.

Using the generated skeletal scenario path and anchoring information, the carrier path and transport planning system processes a set of skeletal scenario paths to generate one or more complete scenarios. Complete scenarios represent various combinations of possible skeletal scenario pathways. The transporter route and transport planning system can further process unprocessed skeletal scenario routes and evaluate the penalty model for complete routes. The penalty model exemplarily characterizes the weights or scores for possible complete paths, characterizing the likelihood of errors in the calculated path. These penalty scores can be based on the amount of information used to generate each skeletal path, and thus correlate with the likelihood that that skeletal path is correct. Based on the penalty model, the transporter route and transport planning system utilizes control rules that reflect specific business rules and assigns a score that determines the suitability/matching degree of the rules for the route. The transporter route and transport planning system also assigns a score that defines whether the route in the future is viable.

Based on further processing, the carrier route and transport planning system ranks the routes and determines one or more candidate routes. Next, the transporter route and transport planning system can create various interfaces for identifying the selected ranked route, information related to competitive markets, and availability information for freight contracts. The user can then further manipulate the user interface for scenario planning or filtering of available options.

In accordance with one or more aspects of the present application, the transporter routing and transport planning system may continue to utilize information levels and sources of information available to individual third parties. Accordingly, it may be possible for the processing results of the transport information source to have different results for different third parties based on different transport information or transport information levels. For example, a first third party shipper may have detailed access to waypoint location information or destination location information, while a second third party shipper may only have general access to the same type of information.

Based on aspects of the present application, a transporter route and transport planning system will be described to facilitate various applications or examples for associating routes for various vessels based on a dynamic set of transporter information sources. Such examples are illustrative in nature and should not be construed as limiting or exhausting all possible applications of one or more aspects of the present application.

1A shows a general carrier planning environment 100 for managing information related to one or more carrier organizations and one or more third party transportation organizations. The transporter planning environment 100 includes a plurality of user devices 102 used by individual users, generally referred to as user computing devices, to request access to transporter and transport information from the transporter route and transport planning system 120. Includes. Illustratively, the transporter route and transport planning system 120 receives transporter and transport information from a plurality of information sources 130 available to each individual third party, and selects and contracts a ship by the third party shipper. To facilitate, one or more routes are created for transport equipment such as ships. The carrier route and transport planning system may receive transporter and transport information specific to the third party to be processed in response to the request of the third party shipper. Additionally, the transporter route and transport planning system 120 may receive configuration information, such as data processing rules, from computing devices associated with one or more transporter organizations 150.

1B1 and 1B2, as described above, individual ship navigation may be defined as a series of positions. Illustratively, the individual location of the voyage may be further characterized based on one or more actions related to or affecting the vessel's ability to contract with a third party shipper. In one aspect, as illustrated in FIG. 1B1, the voyage may include a set of locations that have been sufficiently established or have already occurred in the past. For example, a ship may begin sailing by a set of loading positions 160, 162 where the cargo takes the cargo. In this illustrative example, the ship may have little or no capacity to accommodate additional cargo. Additionally, the voyage may include one or more waypoint locations 164 that the vessel has passed or is due to the vessel. Thereafter, the voyage may include one or more unloading locations 166 and 168 at which the cargo is unloaded. In this illustrative example, when unloading is complete, the vessel may have an increased capacity to receive cargo.

For purposes of illustration, in order to predict a future location, after the unloading location 168, the carrier route and transport planning system 120 may represent one or more different types of activity for possible locations that may be attributed to the illustrated voyage. You can receive information. More specifically, for the next position by way of example, the position may be a waypoint position 170, a stop position 172, an order stop position 174, and a repair position 176. Each of these potential example location types represents a different branch/probability for navigation, which may affect other possible future locations. As described in more detail below, if the transporter information is incomplete, inconsistent or ambiguous, the transporter route and transport planning system 120 generates a number of potential routes representing different divergence results, and the reliability and reliability for different modeled routes. You can attribute the feasibility score.

Returning to FIG. 1B2, assume that the branch discussed above with respect to FIG. 1B1 corresponds to the waypoint location 170. Based on this determination, the carrier route and transport planning system 120 may project additional future locations 178 such as waypoints 180 and 182. The complete route shown in FIG. 1B2 is ranked and can be graphically presented to the user to facilitate selection of transport vessels for transport. One of ordinary skill in the art will understand that the voyage need not necessarily be in the order illustrated in FIGS. 1B1 and 1B2.

Turning to FIG. 1A, user computing device 102 may include any number of different computing devices capable of communicating with communication network 140 through a direct connection or through an intermediary. For example, individual access computing devices include notebook or tablet computers, personal computers, wearable computers, servers, personal digital assistants (“PDAs”), hybrid PDAs/cell phones, cell phones, e-book readers, set-top boxes, cameras, electronic devices, It may correspond to a controller, a digital media player, a watch, glasses, a home or car device, an Internet of Things (“IoT”) device, a virtual reality or augmented reality device, and the like. Each user computing device 102 optionally selects one or more data stores (not shown in FIG. 1) containing computer-executable instructions or various applications, such as a web browser used to implement the embodiments disclosed herein. Can be included as. Exemplary components of user computing device 102 will be described in connection with FIG. 2.

The communication network 140 may be any wired network, a wireless network, or a combination thereof. Further, the network 140 may be a personal network, a local area network, a wide area network, a cable network, a fiber optic network, a satellite network, a cellular telephone network, a data network, or a combination thereof. In the exemplary environment of Figure 1, network 140 is a global area network (“GAN”), such as the Internet. Protocols and components for communicating over the other types of communication networks described above are well known to those skilled in the computer communication field. It is known and need not be described in more detail herein. Although the user device 102 is shown as having a single connection to the network 140, the individual components of the user device 102 are at different points in the network 140 ). Thus, communication time and capabilities may vary between the components of FIG.

The content delivery environment 100 may include a plurality of carrier information sources 130 for conveying input signals to the carrier route and transportation planning system 120. The carrier information source 130 includes one or more servers for delivering the content, a data store for maintaining the content, and a communication manager for facilitating communication to the carrier route and transportation planning system 120 over the network 140. Can include. Additionally, the transporter information source 130 may provide transporter information to the transporter route and transport planning system 120, for example through an API (application programming interface).

According to an embodiment, the transporter routing and transport planning system 120 is a set of computing components that implement a transporter information processing service 122 for receiving and processing content provided by the transporter information source 130 (or other source). Includes. Aspects of the transporter information processing service 122 will be described in connection with FIG. 3. Carrier route and transport planning system 120 may include one or more data stores 128 for receiving and maintaining transporter information, such as a database in which transporter information for each individual transporter may be maintained.

Those of skill in the art will appreciate that the transporter route and transport planning system 120 may have fewer or more components than those shown in FIG. 1. Accordingly, the depiction of the carrier route and transport planning system 120 of FIG. 1 should be considered as an example. For example, in some embodiments, components of the transporter route and transport planning system 120 may be executed by one or more virtual machines implemented in a hosted computing environment. The hosted computing environment may include one or more rapidly provisioned and released computing resources, and the computing resources may include computing, networking, or storage devices. Additionally, the data store 124 may be implemented in a distributed manner comprising a number of computing devices that are geographically or logically distinct.

2 shows an embodiment of an architecture of an exemplary user computing device 102 capable of generating content requests and processing metric information in accordance with the present application. The general architecture of user computing device 102 shown in FIG. 2 includes a configuration of computer hardware and software components that can be used to implement aspects of the present disclosure. As illustrated, the user computing device 102 includes a processing unit 204, a network interface 206, an input/output device interface 209, an optional display 202 and an input device 224, all of which Can communicate with each other via a communication bus.

Network interface 206 may provide connectivity to one or more networks or computing systems, such as network 140 of FIG. 1A and carrier route and transport planning system 120. Thus, the processing unit 204 can receive information and instructions from other computing systems or services via a network. The processing unit 204 may also communicate with the memory 210 and further provide output information for the optional display 202 via the input/output device interface 209. The input/output device interface 209 may also accept input from an optional input device 224 such as a keyboard, mouse, digital pen, or the like. In some embodiments, user computing device 102 may include more (or fewer) components than those shown in FIG. 2.

Memory 210 may include computer program instructions executed by processing unit 204 to implement one or more embodiments. Memory 210 generally includes RAM, ROM, or other permanent or non-transitory memory. The memory 210 may store an operating system 214 that provides computer program instructions used by the processing unit 204 in general management and operation of the user computing device 102. Memory 210 may further include computer program instructions and other information for implementing aspects of the present disclosure. For example, in one embodiment, memory 210 includes interface software 212 for requesting and receiving content from carrier routing and transportation planning system 120.

3 shows an embodiment of an architecture of an exemplary carrier information processing service 122 for implementing the carrier routing and transportation planning system 120 described herein. The general architecture of the carrier information processing service 122 shown in FIG. 3 includes a configuration of computer hardware and software components that can be used to implement aspects of the present disclosure. As illustrated, the transporter information processing service 122 of the transporter routing and transport planning system 120 includes a processing unit 304, a network interface 306, a computer readable media drive 308, an input/output device interface ( 309), all of which can communicate with each other via a communication bus. Components of the transporter information processing service 122 may be physical hardware components or may be implemented in a virtualized environment.

Network interface 306 may provide connectivity to one or more networks or computing systems, such as network 14 of FIG. 1A. Thus, the processing unit 304 can receive information and instructions from other computing systems or services via a network. The processing unit 304 may also communicate with the memory 310 and may further provide output information for selective display via the input/output device interface 309. In some embodiments, the transporter information processing service 122 may include more (or fewer) components than those shown in FIG. 3.

Memory 310 may contain computer program instructions that processing unit 304 executes to implement one or more embodiments. Memory 310 generally includes RAM, ROM, or other permanent or non-transitory memory. The memory 310 may store an operating system 312 that provides computer program instructions used by the processing unit 304 in the general management and operation of the transporter routing and transport planning system 120.

Memory 310 may further include computer program instructions and other information for implementing aspects of the present disclosure. For example, in one embodiment, the memory 310 is an interface for receiving and processing requests from the user device 102, configuration information from the carrier organization 150, and carrier information from the carrier information source 130. Includes software 314. The memory 310 includes three components for processing the transporter information to generate the processed route information as described below. More specifically, the memory 310 scores a path generation component 316 for generating a skeletal scenario path from the transporter information, a path evaluation component 318 for processing a set of skeletal scenario paths as a complete path, and possible paths. , And a path ranking component 320 for sorting and ranking. These components represent various logical components that implement one or more of the processes identified in this application. However, these components are exemplary in nature and functions related to various components may be implemented as separate computing devices or various combinations thereof.

Turning now to FIGS. 4A-4B, an exemplary interaction for the processing of carrier information by components of the carrier planning environment 100 will be described. For illustration purposes, the components of the transporter planning environment 100 have been simplified. However, those skilled in the art will recognize that interactions between components may include additional communication and may include additional components not specifically shown in FIGS. 4A and 4B.

The initial configuration of the transporter information processing service 122 will be described with reference to FIG. 4A. As described above, in one aspect of the present application, each user of the transporter information processing service 122, such as a third party shipper, has a different set of transporter information sources 130 or different levels or levels from the same transporter information source. You can have different access to tangible information. For example, a first user may have access to a shipping report provided by a specific third party broker stating that a carrier is available at the port, but a second user may not have access to the same report. In another example, two users can access the same report/information provided by the information source. However, the first user can only access general public information (including public information) that can be used by multiple users. The second user can access even more detailed information from the same source, which may contain additional or replacement information not available to the first user (or similar user).

As shown in FIG. 4A, in one embodiment, to access the carrier information processing service 122, at (1), the user device 102 sends a carrier route and plan request to the carrier information processing service 122. send. Illustratively, the transmission of the request may include various protocols for establishing secure communication and authenticating the user computing device with the carrier information processing service 122. Additionally, the request may identify a potential carrier information source (or credential), information access level (or credential), and the like. In some embodiments, the carrier information processing service 122 may maintain and use a profile such that a request from the user device 102 does not necessarily require the transmission of credentials each time. Additionally, for illustrative purposes, the request may also identify (or access basic criteria) search criteria that can identify a particular port of interest, date of shipping, cargo type, etc.

At (2), the carrier information processing service 122 processes the request from the user device 102 and identifies the carrier information source 130. Illustratively, the identification of the carrier information source may be based on credentials included in the request or maintained in a profile. In another embodiment, the carrier information processing service 122 may process information regarding a user computing device 102 request to identify an information source, including a user or an information source not identified by the user request. For example, individual sources of information may provide criteria for indicating user eligibility for information.

In (3), the transporter information processing service 122 configures conditional access rules that identify the level or type of information the user can access. As described above, in one embodiment, the transporter information processing service 122 may filter or allocate the information provided by the transporter information source 130 based on conditional access rules. Conditional access rules facilitate the transporter information processing service 122 to process the received transporter information, illustratively based on user credentials, time and other criteria. Conditional access rules may be maintained on a per user basis, per carrier information source, or both.

Turning now to Fig. 4B, an exemplary interaction for processing of carrier information will be described. In (1), the transporter information processing service 122 and the plurality of information sources 130 exchange raw information sources related to the movement of transporter equipment such as ships. For example, the plurality of information sources may include one or more AIS information sources describing various information about the vessel, including vessel properties, location, movement, direction, and state navigation. The plurality of information sources may also include marketing intelligence system information sources, such as broker reports, that may include various information about the intended voyage location for an identifiable vessel or carrier provided by an independent third party. . The plurality of information sources may also include one or more equipment information sources that identify identifiable information regarding the cargo loading/unloading and capacity of the vessel. The plurality of information sources may further include one or more port authority information sources for identifying various information related to actions related to identifiable vessels, cargo, and attributeable actions (eg, loading, unloading, etc.). The plurality of information sources may also include one or more user input information sources corresponding to custom or manually entered information for the identifiable vessel. The plurality of information sources may also include one or more historical information sources for conveying information regarding voyage history for an identifiable vessel or carrier.

As described below, the carrier information processing service 122 may receive a number of information and process the information to form one or more target voyages for an identifiable vessel. In some embodiments, the information source may contain conflicting or incomplete information. Although the operation of the transporter information processing service 122 will be described with respect to multiple sources of information, those skilled in the art will recognize that the multiple sources of information need not be any particular combination of example sources used in the illustrative examples. . In some embodiments, the information source 130 may transmit the raw information source directly to the carrier information processing service 122 based on a request (pull) or registration (push). This transmission can be based on the receipt of new information, time, etc. Additionally, in other embodiments, the information source 130 may implement various additional interactions or communication protocols, such as APIs, to facilitate the transmission of carrier information.

In (2), the carrier information processing service 122 processes various raw information sources from the carrier information source 130. Illustratively, each source of raw information may be formatted and transmitted in a different way. Thus, processing raw information to extract or parse relevant information to form a potential navigation route can be unique to each type of information source. For example, AIS information may include ship location information and additional information about the ship. MI information may include a unique code or other nomenclature for each third-party report. Processing may include extraction and removal of redundant information. Facility information may also include a unique code or other nomenclature for each facility report. Port authority or lineup system information may include unique codes or other nomenclature. Processing may include extraction, aggregation and removal of redundant information. Historical information may include previous locations and actions for identifiable vessels. The processing may include determining the most likely operations at the location, permitted operations, port distribution, etc.

In each of the examples above, the carrier information may be encoded in a specific format that is difficult to read or a format that requires additional processing for reading. For example, the MI information may be transmitted in a plain text format such as an email in which location information is referenced according to a multi-character code. These codes cannot be easily identified by non-experts without specific knowledge. Further, the carrier information source may not provide labels or markers that separate different portions of the carrier information. Thus, processing the transporter information may include parsing different portions of the information, transforming a particular coding, or supplementing the information contained in the transporter information with additional context information. In some embodiments, the transporter information processing service 122 may generate a user interface or information used by the user device 102 that corresponds to a human readable or human interpretable version of the processed transporter information.

In (3), the transporter information processing service 122 generates a route scenario from the processed raw information. Illustratively, the transporter information processing service 122 may use the processed raw information to form one or more skeletal scenario paths that identify one or more locations and possible actions at each location for an identifiable vessel. Each skeletal scenario path may contain various anchor points that serve as identifiable reference points to combine or aggregate the skeletal scenario paths. Illustratively, the anchor point may include an identifiable position in navigational information that can be matched when compared. Different types of information sources can be processed to generate skeletal scenario paths. For example, the transporter information processing service 122 may use AIS information to identify future destinations and any actions that may be attributed to an identifiable location. For MI information, the carrier information processing service 122 may attempt to identify different types of locations (eg, ports, waypoints, shipyards, etc.) and associate different activities based on the location type. For facility information, the transporter information processing service 122 can use the complete loading and unloading information to generate a skeleton scenario route. For port authority information, the transporter information processing service 122 can use the complete loading and unloading information to generate a skeleton scenario path. For each of the above information examples and for a custom user, the transporter information processing service 122 may include an estimate or speculation for possible next scenarios.

In (4), the transporter information processing service 122 evaluates the route scenario. For example, the transporter information processing service 122 may first associate various skeleton scenario paths by associating anchor points in the scenario skeleton path. If the combined route contains only port level information, the route is considered complete. For any remaining paths that cannot be combined, the carrier information processing service 122 may generate a graph of all possible acceptable paths and assign a weight to each graph based on the probability of each variation/alternative. The weights may be based on historical navigation information as an example input or other expert information source. The resulting path with the minimum (or maximum) weight is considered the least (or maximum) possible path.

Illustratively, for each complete route, the transporter information processing service 122 may allocate or apply a penalty model associated with the location and activity associated with the identified location and activity in each complete target route. For example, the transporter information processing service 122 may allocate a penalty for certain activities, such as repairs or suspensions, which may not indicate the vessel being sailed. In another example, the transporter information processing service 122 may associate penalties for multiple unloading and loading activities that exceed a threshold or do not indicate normal activity. The transporter information processing service 122 may also utilize control rules, associating the degree of suitability of the location and action in the complete target path and associating the score resulting from the control rule. Control rules try to score locations and actions that match from multiple sources, increasing the likelihood of location and action being correct. In addition, the transporter information processing service 122 may also contribute to the feasibility of the target path. Illustratively, feasibility indicates the likelihood that a related action is executable. For example, the transporter information processing service 122 may penalize the route by which the loading operation is identified for a vessel that is considered full load. In another example, the transporter information processing service 122 may penalize the route where the unloading operation occurs prior to the loading operation on the cargo. Based on this processing, the transporter information processing service 122 gives a score for each complete target route.

In (5), the transporter information processing service 122 generates a set of ranked route scenarios for each identifiable vessel. The set of paths is ranked. In addition, the ranked path set may also include a confidence value indicating the assigned alignment strength.

In (6), the carrier information processing service 122 creates a route scenario interface for display on the user device 102. Illustratively, the route scenario interface responds to a request received from user device 102. These interfaces may include path identification for identified vessels, identification of possible vessels due to a defined port within a time frame, history and density functions relating to the number of expected possible vessels associated with current information. . For example, values less than 1 indicate that there are fewer vessels available than are available historically. Values greater than 1 indicate a greater number of usable vessels. Therefore, the user can attribute the transport freight value/price according to the available supply using the density information. At (7), the user device 102 and the carrier information processing service 122 may interact via an interface for further retrieval, request processing, and the like.

Turning now to FIG. 5, a routine 500 for processing carrier information implemented by the carrier information processing service 122 will be described. In block 502, the carrier information processing service 122 receives a request for carrier planning and information source identification. Illustratively, user device 102 transmits a carrier route and plan request to carrier information processing service 122. The transmission of the request may include various protocols for establishing secure communication and authenticating the user computing device with the carrier information processing service 122. Additionally, the request may identify potential carrier information sources (or credentials), information access levels (or credentials), and the like. In some embodiments, the carrier information processing service 122 may maintain and use a profile such that a request from the user device 102 does not necessarily require the transmission of credentials each time. Additionally, for illustrative purposes, the request may also identify (or access basic criteria) search criteria that may identify a particular port of interest, date of transport, type of cargo, and the like.

As described above, the carrier information processing service 122 processes the request from the user device 102 and identifies the carrier information source 130. Illustratively, the identification of the carrier information source may be based on credentials included in the request or maintained in a profile. In another embodiment, the carrier information processing service 122 may process information regarding a user computing device 102 request to identify an information source, including a user or an information source not identified by the user request. For example, individual sources of information may provide criteria for indicating user eligibility for information.

In addition, the transporter information processing service 122 configures conditional access rules that identify the level or type of information a user can access for route planning. As described above, in one embodiment, the transporter information processing service 122 may filter or allocate the information provided by the transporter information source 130 based on conditional access rules. The conditional access rules facilitate the processing of the received transporter information by the transporter information processing service 122, illustratively based on user credentials, time and other criteria. Conditional access rules may be maintained on a per user basis, per carrier information source, or both.

In block 504, the transporter information processing service 122 and the plurality of information sources 130 exchange raw sources of information related to the movement of transporter equipment, such as a ship. For example, the plurality of information sources may include one or more AIS information sources that describe various information about the vessel, including vessel properties, location, movement, direction, and determined voyage. The plurality of information sources may also include marketing intelligence system information sources, such as broker reports, that may include various information about the intended voyage location for an identifiable vessel or carrier provided by an independent third party. . The plurality of information sources may also include one or more equipment information sources that identify identifiable information regarding the cargo loading/unloading and capacity of the vessel. The plurality of information sources may further include one or more port authority information sources for identifying various information related to actions related to identifiable vessels, cargo, and attributeable actions (eg, loading, unloading, etc.). The plurality of information sources may also include one or more user input information sources corresponding to user-defined or manually entered information about the identifiable vessel. The plurality of information sources may also include one or more historical information sources for conveying information regarding voyage history for an identifiable vessel or carrier.

Illustratively, the transporter information processing service 122 may receive a number of pieces of information and process the information to form one or more target voyages for an identifiable vessel. In some embodiments, the source of information may be due to conflicting or incomplete information. Although the operation of the transporter information processing service 122 will be described with respect to multiple sources of information, those skilled in the art will recognize that the multiple sources of information need not be any particular combination of example sources used in the illustrative examples. . In some embodiments, the information source 130 may directly transmit the raw information source to the carrier information processing service 122 based on a request (pool) or registration (push). This transmission can be based on the receipt of new information, time, etc. Additionally, in other embodiments, the information source 130 may implement various additional interactions or communication protocols, such as APIs, to facilitate the transmission of carrier information.

At block 506, the transporter information processing service 122 processes various raw information sources from the transporter information source 130. Illustratively, each source of raw information may be formatted and transmitted in a different way. Thus, processing raw information to extract or parse relevant information to form potential navigational routes can be unique to each type of information source. For example, AIS information may include ship location information and additional information about the ship. MI information may include a unique code or other nomenclature for each third-party report. Facility information may also include a unique code or other nomenclature for each facility report. Port authority system information may include unique codes or other nomenclature. As described above, in the case of the above-described information, processing of the information may include extraction, aggregation, and removal of redundant information. In addition, each transporter information source may be in a format encoded in an industry-specific format. The historical information may include previous locations and actions for identifiable vessels. The processing may include determining the most likely operations at the location, permitted operations, port distribution, etc. An exemplary data processing routine will be described in connection with FIG. 6.

In block 508, the transporter information processing service 122 generates a route scenario from the processed raw information. Illustratively, the transporter information processing service 122 may use the processed raw information to form one or more skeletal scenario paths that identify one or more locations and possible actions at each location for an identifiable vessel. Each skeletal scenario path may contain various anchor points that function as identifiable reference points, such as identifiable locations, to combine or aggregate the skeletal scenario paths. Different types of information sources can be processed to generate skeletal scenario paths. For example, the transporter information processing service 122 may use AIS information to identify future destinations and any actions that may be attributed to an identifiable location. For MI information, the carrier information processing service 122 may attempt to identify different types of locations (eg, ports, waypoints, shipyards, etc.) and associate different activities based on the location type. For facility information, the transporter information processing service 122 can use the complete loading and unloading information to generate a skeleton scenario path. For port authority information, the transporter information processing service 122 can use the complete loading and unloading information to generate a skeleton scenario path. For each of the above information examples and for a custom user, the transporter information processing service 122 may include an estimate or speculation for possible next scenarios. An exemplary route creation process will be described in connection with FIG. 7. In some embodiments, the scale of the processed information may generate an initial set of skeletal scenario paths containing a number of potential paths.

At block 510, the transporter information processing service 122 evaluates the route scenario. For example, the transporter information processing service 122 may first associate various skeleton scenario paths by associating anchor points in the scenario skeleton path. Illustratively, the combination of skeletal scenario paths due to utilizing common anchor points (e.g., common reference locations) can substantially reduce the set of potential paths that require additional evaluation/scoring as described herein. have. This combination increases processing efficiency by reducing redundant evaluation of the framework scenario pathway. Additionally, the reduction of the skeleton scenario path can reduce the overall processing time of the routine 500, which can provide an overall improved performance of the transporter information processing service 122 and increase the perception of real-time responses to received transporter information. have. The route is considered complete if the combined route contains complete information for evaluation, such as location information and attribute actions. For any remaining paths that cannot be combined, the carrier information processing service 122 may generate a graph of all possible acceptable paths and assign a weight to each graph based on the probability of each variation/alternative. The weights may be based on historical navigation information as an example input or other expert information source. The resulting path with the minimum (or maximum) weight is considered the least (or maximum) possible path. For example, the transporter information processing service 122 may find the shortest graphic path based on a graphed probability using graph analysis.

Illustratively, for each complete route, the transporter information processing service 122 may allocate or apply a penalty model associated with the location and activity associated with the identified location and activity in each complete target route. For example, the transporter information processing service 122 may allocate a penalty for certain activities, such as repairs or suspensions, which may not indicate the vessel being sailed. In another example, the transporter information processing service 122 may associate a penalty for multiple unloading and loading activities that exceed a threshold or do not indicate normal activity. The transporter information processing service 122 may also utilize control rules, associating the degree of suitability of the location and action in the complete target path and associating the score resulting from the control rule. Control rules try to score locations and actions that match from multiple sources, increasing the likelihood of location and action being correct. In addition, the transporter information processing service 122 may also contribute to the feasibility of the target path. Illustratively, the feasibility indicates the likelihood that the relevant action is feasible. For example, the transporter information processing service 122 may penalize the route by which the loading operation is identified for a ship that is considered full. In another example, the transporter information processing service 122 may penalize the route where the unloading operation occurs prior to the loading operation on the cargo. Based on the processing, the transporter information processing service 122 gives a score for each complete target route. An exemplary route evaluation process will be described in connection with FIG. 8.

In block 512, the carrier information processing service 122 generates a set of ranked route scenarios for each identifiable vessel. The set of ranked paths contains an alignment for each path. In addition, the ranked path set may also include a confidence value indicating the assigned alignment strength.

At block 514, the transporter information processing service 122 creates a route scenario interface for display on the user device 102. Illustratively, the route scenario interface responds to a request received from user device 102. These interfaces may include path identification for identified vessels, identification of possible vessels that may be due to a defined port within a time range, and density functions relating to the number of expected possible vessels associated with historical information. For example, values less than 1 indicate that there are fewer vessels available than are available historically. Values greater than 1 indicate a greater number of usable vessels. Therefore, the user can attribute the transport value/price according to the available supply by utilizing the density information. An exemplary interface created by the carrier information processing service 122 will be described with respect to FIGS. 9 and 10. At block 516, routine 500 ends.

Turning now to FIG. 6, the routine 600 implemented by the carrier information processing service 122 to process the raw information source will be described. In block 602, the transporter information processing service 122 and the plurality of information sources 130 exchange raw sources of information related to the movement of transporter equipment, such as a ship. For example, the plurality of information sources may include one or more AIS information sources that describe various information about the vessel, including vessel properties, location, movement, direction, and determined voyage. The plurality of information sources may also include marketing intelligence system information sources, such as broker reports, that may include various information about the intended voyage location for an identifiable vessel or carrier provided by an independent third party. . The plurality of information sources may also include one or more equipment information sources that identify identifiable information regarding the cargo loading/unloading and capacity of the vessel. The plurality of information sources may further include one or more port authority information sources for identifying various information related to actions related to identifiable vessels, cargo, and attributeable actions (eg, loading, unloading, etc.). The plurality of information sources may also include one or more user input information sources corresponding to user-defined or manually entered information about the identifiable vessel. The plurality of information sources may also include one or more historical information sources for conveying information regarding voyage history for an identifiable vessel or carrier. At block 604, the transporter information processing service 122 stores the raw information source and index for future use.

As described above, the carrier information processing service 122 may receive a number of pieces of information and process the information to form one or more target voyages for an identifiable vessel. In some embodiments, the source of information may be due to conflicting or incomplete information. Although the operation of the transporter information processing service 122 will be described with respect to multiple sources of information, those skilled in the art will recognize that the multiple sources of information need not be any particular combination of example sources used in the illustrative examples. . In some embodiments, the information source 130 may directly transmit the raw information source to the carrier information processing service 122 based on a request (pool) or registration (push). This transmission can be based on the receipt of new information, time, etc. Additionally, in other embodiments, the information source 130 may implement various additional interactions or communication protocols, such as APIs, to facilitate the transmission of carrier information.

At block 606, the transporter information processing service 122 processes various raw information sources from the transporter information source 130. Illustratively, each source of raw information may be formatted and transmitted in a different way. Thus, processing raw information to extract or parse relevant information to form a potential navigation route can be unique to each type of information source. For example, AIS information may include ship location information and additional information about the ship. MI information may include a unique code or other nomenclature for each third-party report. Facility information and port authority system information may include a unique code or other nomenclature for each facility report. Processing may include extraction, aggregation and removal of redundant information. As described above, in the case of the above-described information, processing of the information may include extraction, aggregation, and removal of redundant information. In addition, each transporter information source may be in a format encoded in an industry-specific format. Processing may include extraction, aggregation and removal of redundant information. Historical information may include previous locations and actions for identifiable vessels. The processing may include determining the most probable operations in location, permitted operations, port distribution, etc. At block 608, the transporter information processing service 122 generates a processed report for use in route generation. At block 610, routine 600 ends.

A routine 700 implemented by the transporter information processing service 122 to generate a target route will be described with reference to FIG. 7. Illustratively, the transporter information processing service 122 may use the processed raw information to form one or more skeletal scenario paths that identify one or more locations and possible actions at each location for an identifiable vessel.

Thus, at block 702, the transporter information processing service 122 enters an iterative loop by selecting the next processing information. In block 704, the transporter information processing service 122 generates a route scenario from the processed raw information. Each skeletal scenario path may contain various anchor points that serve as identifiable reference points to combine or aggregate the skeletal scenario paths. Different types of information sources can be processed to generate skeletal scenario paths. For example, the transporter information processing service 122 may use AIS information to identify future destinations and any actions that may be attributed to an identifiable location. For MI information, the carrier information processing service 122 may attempt to identify different types of locations (eg, ports, waypoints, shipyards, etc.) and associate different activities based on the location type. For facility information, the transporter information processing service 122 can use the complete loading and unloading information to generate a skeleton scenario route. For port authority information, the transporter information processing service 122 can use the complete loading and unloading information to generate a skeleton scenario path. For each of the above information examples and for a custom user, the transporter information processing service 122 may include an estimate or speculation for possible next scenarios. At block 706, the transporter information processing service 122 defines anchor points in each skeleton scenario path. At decision block 708, a test is performed to determine whether an additional processed source of raw information is available. If possible, routine 700 returns to block 702.

Once all of the information sources have been processed, at block 710, the transporter information processing service 122 may combine the various skeleton scenario paths by associating anchor points in the scenario skeleton path. If the combined route contains only port level information, the route is considered complete. At block 712, for any remaining paths that cannot be combined, the transporter information processing service 122 may generate a graph of all possible acceptable paths and assign a weight to each graph based on the probability of each variation/alternative. have. The weights may be based on historical navigation information as an example input or other expert information source. The resulting path with the minimum (or maximum) weight is considered the least (or maximum) possible path.

At block 714, illustratively, for each complete route, the transporter information processing service 122 may allocate or apply a penalty model associated with the location and activity associated with the identified location and activity in each complete target route. . For example, the transporter information processing service 122 may allocate a penalty for certain activities, such as repairs or suspensions, which may not indicate the vessel being sailed. In another example, the transporter information processing service 122 may associate a penalty for multiple unloading and loading activities that exceed a threshold or do not indicate normal activity. At block 716, routine 700 ends.

Referring now to FIG. 8, a routine 800 implemented by the carrier information processing service 122 will be described. In block 802, the transporter information processing service 122 obtains the processed target path. As described above, the transporter information processing service 122 may also utilize control rules, which correlate the degree of suitability of the location and action in the complete target path and correlate the score resulting from the control rule. Control rules try to score locations and actions that match from multiple sources, increasing the likelihood of location and action being correct. Accordingly, at block 806, the transporter information processing service 122 determines a suitability score based on the application of the control rule.

In addition, the transporter information processing service 122 may also contribute to the feasibility of the target path. Illustratively, the feasibility indicates the likelihood that the relevant action is feasible. At block 808, the transporter information processing service 122 assigns a score of future path suitability. For example, the transporter information processing service 122 may penalize the route by which the loading operation is identified for a ship that is considered full. In another example, the transporter information processing service 122 may penalize the route where the unloading operation occurs prior to the loading operation on the cargo. Based on this processing, the transporter information processing service 122 gives a score for each complete target route. At block 810, routine 810 ends.

Turning now to FIGS. 9 and 10, an exemplary interface created by the carrier information processing service 122 will be described. Referring to FIG. 9, a first interface 902 may be used to retrieve information from a user. Illustratively, the screen interface 902 may include controls to identify the port of transport 904, 906, date of transport 908, 910, port of destination 912, 914, and type of cargo 916, 918. have. Fields can contain a variety of information that can be manually entered into the interface, extracted from a profile, or filled with basic information. Additionally, the interface 902 may include an alternative field or data entry model for obtaining information.

The screen interface 902 may also include identification of a set of ships 920 with estimated routes that are predicted to be able to satisfy the entered search criteria. The list can be ranked and populated based on the calculated score, which can represent the reliability value of the prediction path. The list can also be populated, ranked based on user preferences for a particular carrier or vessel, or based on past use of the carrier or vessel. The screen interface may further include a description of the value index. As described above, the value index may correspond to a density function related to the expected number of possible ships related to past information. For example, values less than 1 indicate that there are fewer vessels available than are available historically. Values greater than 1 indicate a greater number of usable vessels. Therefore, the user can attribute the transport freight value/price according to the available supply using the density information.

Referring now to FIG. 10, the interface 1002 created by the carrier information processing service 122 for display on the user device 102 will be described. Interface 1002 corresponds to the details of the identified vessel's estimated voyage. The interface includes a field 1004 for identifying the vessel and a confidence value 1006 for the estimated route. As described above, the confidence value may correspond to a ranking score generated by the transporter information processing service 122.

The interface may also include a graphical representation of the expected voyage 1006. The graphical representation can identify one or more locations, actions associated with each location, and possible alternatives if multiple paths are identified. In one embodiment, different alternatives may be identified or characterized using different visual cues to identify a confidence value for each alternative. Illustratively, the confidence value may represent a penalty value, suitability score, feasibility score, or other calculated value. Visual cues can be based on different colors, line thicknesses, fonts, etc. In addition, the screen interface may include an additional graphic icon or signal that graphically represents an attribute (eg, action type, etc.) of a path location.

One or more aspects of the present application may include:

Clause 1: As a system that determines the availability of a transport vessel for future transport voyages based on a dynamic set of vessel information sources,

One or more computing devices associated with an individual ship information source, the individual ship information source transmitting ship information associated with the individual ship;

One or more computing devices related to ship route and transport planning services,

-The ship route and transport planning service,

Obtaining a request for identification of ship plans and information sources corresponding to contractable ships,

Receiving a ship information set from a plurality of ship information sources at least comprising an unindexed first ship data set from a first ship information source and an unindexed second ship data set from a second ship information source, and -the first And the second ship data set is formatted differently;

Indexing the unindexed first and second ship data sets with a ship identification data part, a ship position data part, and a ship loading status data part to generate the first and second sets of indexed ship data;

Processes a set of ship information including the first and second sets of indexed ship data to form multiple skeletal scenario paths for identifiable ships, and individual skeletal scenario paths for ships by one or more anchor points. Defined-;

Combining the plurality of skeletal scenario paths to form a plurality of target paths for the individually identifiable vessels-the plurality of skeletal scenario paths is a common anchor point such that the number of resulting target paths is less than the number of skeletal scenario paths Combined according to -;

Determining the feasibility of the target path based on the predicted weather conditions and the ship size along each target path according to the control rules-the individual target paths are scored according to the control rules -;

Applying a penalty model to the target path, wherein the penalty model reflects location information included in the target path;

Generating a ranking list of the target routes for the individually identifiable vessels; And

Ship planning and information identifying at least a subset of the identified individual ships, for the requested location, based on the generated ranking list of target routes and a value indicator associated with the density of at least a subset of the identified individual ships. Configured to create an interface responsive to a request for source identification;

System for determining the availability of a transport vessel comprising a.

Clause 2: The system of claim 1, wherein the individual ship information source transmits two or more types of ship information associated with the individual ship, and access to the individual types of ship information is based on one or more attributes associated with a user. .

Clause 3: The system of claim 2, wherein the ship route and transport planning service receives the set of ship information from the plurality of ship information sources based on a submitted attribute associated with the user.

Clause 4: The system of claim 1, wherein a control rule applied by the ship path and transport planning system associates a score to a target path based on a determined degree of suitability for the target path.

Clause 5: A system for managing interactions with transporters based on a dynamic set of transporter information sources,

One or more computing devices associated with individual transporter information sources, the individual transporter information sources transmitting transporter information associated with the individual ships;

One or more computing devices associated with the transporter route and transport planning service.

-The transporter route and transport planning service,

Obtain a request for identification of carrier plans and information sources for contractable vessels;

Receive a set of transporter information from a plurality of transporter information sources;

Processing the set of transporter information to form a plurality of skeletal scenario paths for identifiable ships, wherein individual skeletal scenario paths for the ship are defined by one or more anchor points;

Combining the plurality of skeletal scenario paths to form a target path for an individually identifiable vessel-the plurality of skeletal scenario paths are combined according to a common anchor point and the individual target paths are scored according to control rules- ;

Applying a penalty model to the target path, wherein the penalty model reflects location information included in the target path;

Generating a ranking list of the target routes for the individually identifiable vessels; And

For the requested location, a ship planning and information source that identifies at least a subset of the identified individual ships based on the generated ranking list of target routes and a value indicator associated with the density of at least a subset of the identified individual ships. Configured to create an interface that responds to a request for identification;

A system for managing interactions with transporters, including.

Clause 6: The system of claim 5, wherein the individual transporter information source transmits two or more types of transporter information associated with the individual vessel, and access to the individual types of transporter information is based on one or more attributes associated with a user. .

Clause 7: The system of claim 6, wherein the transporter routing and transport planning service receives the set of transporter information from the plurality of transporter information sources based on submitted attributes associated with the user.

Clause 8: The system of claim 5, wherein the control rules applied by the transporter route and transport planning system associate a score to a target route based on the determined degree of suitability for the target route.

Clause 9: The system of claim 5, wherein the control rules applied by the transporter route and transport planning system associate a score to a target route based on a determined degree of feasibility for the target route.

Clause 10: The system of claim 5, wherein the interface includes at least one display characteristic indicating a reliability associated with a target route for the identified individual vessel.

Clause 11: A computer-implemented method for creating an interface from information associated with a transporter,

Obtaining a request for identification of a carrier plan and information source corresponding to a contractable vessel at the defined location;

Processing a set of carrier information for the identifiable ship to form one or more target paths for the individually identifiable ships, the individual target paths being scored according to control rules;

Generating a ranking list of the target routes for the individually identifiable vessels; And

For a defined location, creating an interface responsive to the request for identification of the carrier planning and information source, identifying at least a subset of the identified individual vessels based on the generated ranking list of target routes. Computer-implemented method.

Clause 12: The computer-implemented method of claim 11, further comprising receiving a set of transporter information from a plurality of transporter information sources, wherein the individual transporter information sources transmit transporter information associated with the individually identifiable vessel.

Clause 13: The computer of claim 12, wherein the individual transporter information source transmits two or more types of transporter information associated with the individual vessel, and access to the individual types of transporter information is based on one or more attributes associated with the user. -How to implement.

Clause 14: The method of claim 13, wherein receiving the set of transporter information from the plurality of transporter information sources comprises receiving at least one of the two or more types of transporter information based on a submitted attribute associated with the user. Including computer-implemented method.

Clause 15: The method of claim 11, wherein processing a set of carrier information for an identifiable vessel to form one or more target routes for the individually identifiable vessel comprises:

Forming a plurality of skeletal scenario paths for the identifiable ship, the individual skeletal scenario paths for the ship being defined by one or more anchor points; And

A computer-implemented method comprising combining the plurality of skeletal scenario paths to form a target path for an individually identifiable vessel, wherein the plurality of skeletal scenario paths are combined according to a common anchor point.

Clause 16: The computer-implemented method of claim 11, wherein the control rules applied by the transporter route and transport planning service associate a score to a target route based on the determined degree of suitability for the target route.

Clause 17: The computer-implemented method of claim 16, wherein the degree of suitability is matched with location information for a location included in the target path.

Clause 18: The computer-implemented method of claim 11, wherein the control rules applied by the transporter route and transport planning service associate a score to a target route based on a determined degree of feasibility for the target route.

Clause 19: The computer-implemented method of claim 18, wherein the degree of feasibility corresponds to a processing activity associated with a location included in the target path.

Clause 20: The computer-implemented method of claim 11, wherein the interface includes at least one display feature indicating a degree of reliability associated with the target path for the identified individual vessel.

Clause 21: A computer-implemented method for managing information associated with a transporter, comprising:

Processing a set of carrier information for the identifiable ship to form one or more target paths for the individually identifiable ships, the individual target paths being scored according to control rules;

Generating a ranking list of the target routes for the individually identifiable vessels; And

And characterizing at least a subset of the identified individual vessels associated with a designated location and date based on the generated ranking list of target routes.

Clause 22: The computer-implemented method of claim 21, further comprising receiving a set of transporter information from a plurality of transporter information sources, wherein the respective transporter information sources transmit transporter information associated with the individually identifiable vessel.

Clause 23: The computer of claim 22, wherein the individual transporter information source transmits two or more types of transporter information associated with an individual vessel, and access to the respective types of transporter information is based on one or more attributes associated with the user. Implementation method.

Clause 24: The method of claim 22, wherein receiving the set of transporter information from the plurality of transporter information sources comprises receiving at least one of two or more types of transporter information based on a submitted attribute associated with the user. Computer-implemented method.

Clause 25: The computer-implemented method of claim 22, further comprising filtering at least one of two or more types of transporter information based on a submitted attribute associated with the user.

Clause 26: The method of claim 22, wherein processing the set of carrier information for the identifiable vessel to form one or more target routes for the individually identifiable vessel comprises:

Forming a plurality of skeletal scenario paths for the identifiable ship, the individual skeletal scenario paths for the ship being defined by one or more anchor points; And

And combining the plurality of skeletal scenario paths to form a target path for the individually identifiable vessel, wherein the plurality of skeletal scenario paths are combined according to a common anchor point.

Clause 27: The computer-implemented method of claim 21, wherein the control rules applied by the transporter route and transport planning service associate a score to a target route based on a determined degree of suitability for the target route.

Clause 28: The computer-implemented method of claim 27, wherein the degree of suitability corresponds to matching timing information for a location included in the target path.

Clause 29: The computer-implemented method of claim 21, wherein the control rules applied by the transporter route and transport planning service associate a score to a target route based on a determined degree of feasibility for the target route.

Clause 30: The computer-implemented method of claim 29, wherein the degree of feasibility corresponds to a match of a predicted activity to one or more historical activities in the target path.

Clause 31: The method of claim 21, wherein the step of characterizing at least a subset of the identified individual vessels associated with a specified location and date based on the generated ranking list of target routes is based on the generated ranking list of target routes. And generating an interface responsive to a request for identification of the carrier planning and information source that identifies at least a subset of the identified individual vessels.

Clause 32: The computer-implemented method of claim 31, wherein the interface includes at least one display characteristic indicating a degree of reliability associated with a target path for the identified individual vessel.

Clause 33: The computer-implemented method of claim 31, wherein the interface includes a value indicator associated with a density of at least a subset of the identified individual vessels.

Clause 34: A system for managing interactions with transporters based on a dynamic set of transporter information sources,

One or more computing devices associated with individual transporter information sources, the individual transporter information sources transmitting transporter information associated with the individual ships;

One or more computing devices associated with the transporter route and transport planning service.

-The transporter route and transport planning service,

Processing a set of carrier information for a plurality of ships to form one or more target paths for individually identifiable ships, the individual target paths being scored according to control rules;

Generating a ranking list of the target routes for the individually identifiable vessels; And

Configured to characterize at least a subset of the identified plurality of individual vessels associated with a specified location and date based on the generated ranking list of target routes-

A system comprising a.

Clause 35: The system of claim 34, wherein the individual transporter information source transmits two or more types of transporter information associated with the individual vessel, and access to the individual types of transporter information is based on one or more attributes associated with a user. .

Clause 36: The system of claim 35, wherein the transporter routing and transport planning service receives a set of transporter information from the plurality of transporter information sources based on submitted attributes associated with the user.

Clause 37: The system of claim 34, wherein the control rules applied by the transporter route and transport planning system associate a score to the target route based on a determined degree of suitability for the target route.

Clause 38: The system of claim 34, wherein the control rules applied by the transporter route and transport planning system associate a score to the target route based on a determined degree of feasibility for the target route.

[0104] Clause 39: The system of claim 34, wherein the interface includes at least one display characteristic indicating a degree of reliability associated with the target path for the identified individual vessel.

Clause 40: The system of claim 34, wherein the transporter route and transport planning service is further configured to obtain a request for transporter planning and information source identification corresponding to a contractable vessel.

Clause 41: The method of claim 34, wherein the transporter route and transport planning service processes the set of transporter information to form a plurality of skeletal scenario routes for the identifiable vessel, thereby determining one or more target routes for the individually identifiable vessel. A system that processes a set of transporter information for the plurality of vessels to form, wherein individual skeleton scenario paths for the vessels are defined by one or more anchor points.

Clause 42: The method of claim 41, wherein the carrier route and transport planning service combines the plurality of skeletal scenario routes to form a target route for the individually identifiable vessel, thereby generating one or more target routes for the individually identifiable vessel. A system for processing a set of transporter information for a plurality of ships to form-the plurality of skeletal scenario paths are combined according to a common anchor point and the individual target paths are scored according to control rules.

Clause 43: The set of transporter information for the plurality of vessels of claim 34, wherein the transporter route and transport planning service applies a penalty model to the target route to form one or more target routes for the individually identifiable vessels. System for processing-The penalty model reflects the location information included in the target path -.

Clause 44: The method of claim 34, wherein the transporter route and transport planning service is responsive to a request for transporter planning and information source identification to identify at least a subset of individual vessels identified based on the generated ranking list of target routes. And generating an interface to characterize at least a subset of the identified individual vessels associated with a designated location and date based on the generated ranking list of the target route.

Clause 45: The system of claim 44, wherein the interface includes at least one display characteristic indicative of a reliability associated with the target path for the identified individual vessel.

Clause 46: The system of claim 44, wherein the interface includes a value indicator related to the density of at least a subset of the identified individual vessels.

All methods and tasks described herein can be performed and fully automated by a computer system. A computer system includes, in some cases, several separate computers or computing devices (e.g., physical servers, workstations, storage arrays, cloud computing resources, etc.) that communicate and interoperate over a network to perform the functions described. can do. Each such computing device typically has a processor (or multiple processors) that executes program instructions or modules stored in memory or other non-transitory computer-readable storage media or devices (e.g., solid state storage devices, disk drives, etc.). Include. The various functions disclosed herein may be implemented with such program instructions, or may be implemented in an application specific circuit (eg, ASIC or FPGA) of a computer system. If the computer system includes multiple computing devices, these devices are not required but can be in the same location. The results of the disclosed methods and operations can be stored continuously by converting a physical storage device such as a solid state memory chip or magnetic disk to another state. In some embodiments, the computer system may be a cloud-based computing system, in which processing resources are shared by multiple separate business entities or other users.

Depending on the embodiment, specific actions, events, or functions of any process or algorithm described herein may be performed in a different order, and may be added, merged, or completely omitted (e.g., the described tasks or events Not all are required to run the algorithm). Moreover, in certain embodiments, actions or events may be performed concurrently, not sequentially, for example through multithreaded processing, interrupt processing, or through multiple processors or processor cores, or in other parallel architectures.

Various illustrative logical blocks, modules, routines, and algorithm steps described in connection with the embodiments disclosed herein include electronic hardware (e.g., ASIC or FPGA device), computer software running on computer hardware, or a combination of both. It can be implemented as Moreover, various exemplary logic blocks and modules described in connection with the embodiments disclosed herein include processor devices, digital signal processors (DSPs), application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs), or other programmable logic devices. , Individual gate or transistor logic, individual hardware components, or any combination thereof designed to perform the functions described herein. The processor device may be a microprocessor, but in the alternative, the processor device may be a controller, a microcontroller or state machine, a combination thereof, or the like. The processor device may include electrical circuitry configured to process computer executable instructions. In another embodiment, the processor device includes an FPGA or other programmable device that performs logical operations without processing computer-executable instructions. The processor device may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a combination of a plurality of microprocessors, a combination of one or more microprocessors associated with a DSP core, or any other combination of such configurations. . Although described herein primarily in connection with digital technology, the processor device may mainly include analog components. For example, some or all of the rendering techniques described herein may be implemented with analog circuits or mixed analog and digital circuits. The computing environment may include any type of computer system including, but not limited to, a microprocessor, a main frame computer, a digital signal processor, a portable computing device, a device controller, or a computer system based on a computational engine in the device.

Elements of a method, process, routine, or algorithm described in connection with the embodiments disclosed herein may be directly implemented in hardware, a software module executed by a processor device, or a combination of both. The software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, removable disk, CD-ROM, or other form of non-transitory computer-readable storage medium. An exemplary storage medium is connected to the processor device so that the processor device can read information from and write information to the storage medium. Alternatively, the storage medium may be integrated into the processor device. The processor device and storage medium can reside on the ASIC. The ASIC can reside on the user terminal. Alternatively, the processor device and the storage medium may reside as separate components in the user terminal.

Unless specifically stated otherwise or otherwise understood within the context in which it is used, "can", "could", "might", "may A conditional language as used herein, such as ")", "eg", etc. is generally intended to convey that a particular embodiment includes a particular feature, element, or step, while other embodiments do not. Thus, such conditional language generally implies that a feature, element, or step is required in one or more embodiments in some way, or if more than one embodiment includes such feature, element or step, or should be performed in any particular embodiment. It is not meant to include logic to determine whether or not, with or without other inputs or prompts. Terms such as "comprising", "including", "having" are synonymous and are used in an inclusive and open manner and do not exclude additional elements, functions, actions, tasks, etc. Does not. Also, the term "or" is used in an inclusive (not exclusive) meaning, so when used, for example, to link a list of elements, the term "or" refers to one, some or all of the elements of the list. it means.

Unless specifically stated otherwise, a separate language such as the phrase “at least one of X, Y or Z” means that an item, term, etc. is X, Y or Z, or any combination thereof (e.g., X, It is understood in the context that is generally used to indicate that it may be Y or Z). Thus, such separate language generally does not imply and should not imply that a particular embodiment requires at least one of X, at least one of Y, and at least one of Z for each to exist.

Although the above detailed description has shown, described and indicated new features applied to various embodiments, various omissions, substitutions, and changes in the form and details of the illustrated device or algorithm may be made without departing from the spirit of the present disclosure. I can understand. As will be appreciated, specific embodiments described herein may be implemented in a form that does not provide all the features and advantages described herein, and some functions may be used or executed separately from other functions. The scope of the specific embodiments disclosed herein is indicated by the appended claims rather than the foregoing description. All changes that fall within the meaning and scope of the equivalence of the claims should be included within the scope.

Claims (15)

A transport ship route prediction system for future transport voyages based on a dynamic set of ship information sources,
One or more individual ship information sources-the individual ship information sources transmit ship information associated with an individual ship;
Ship route and transport planning system-
The ship route and transport planning system,
Obtain a request for identification of ship plans and information sources corresponding to possible ships for transport voyage;
Receiving a ship information set from a plurality of ship information sources at least comprising an unindexed first ship data set from a first ship information source and an unindexed second ship data set from a second ship information source, and -the first And the second ship data set is formatted differently;
Indexing the unindexed first and second ship data sets with a ship identification data part, a ship position data part, and a ship loading status data part to generate the first and second sets of indexed ship data;
Processing the set of ship information including the first and second sets of indexed ship data to form multiple skeletal scenario paths for identifiable ships-and individual skeletal scenario paths for ships at one or more anchor points. Defined by-;
Combining the plurality of skeletal scenario paths to form a plurality of target paths for the individually identifiable vessels-the plurality of skeletal scenario paths is a common anchor point such that the number of resulting target paths is less than the number of skeletal scenario paths Combined according to -;
Ship planning and information, for the requested location, identifying at least a subset of the identified individual ships based on a generated ranking list of target routes and a value indicator associated with the density of at least a subset of the identified individual ships. Configured to create an interface responsive to a request for source identification;
Transportation ship route prediction system comprising a. The method according to claim 1,
The individual vessel information source transmits two or more types of vessel information associated with the individual vessel, and access to the individual types of vessel information is based on one or more attributes associated with a user. The method according to claim 2,
The ship route and transport planning service receives the set of ship information from the plurality of ship information sources based on submitted attributes associated with the user. The method according to claim 1,
The control rules applied by the ship route and transport planning system associate a score with the target route based on the determined degree of suitability for the target route. The method of claim 4,
The ship path and transport planning system is configured to determine the feasibility of the target path based on predicted weather conditions and ship sizes along each target path according to the control rule, and the individual target path is determined according to the control rule. System that is scored. The method according to any one of claims 1 to 5,
The general route and transport planning system is configured to apply a penalty model to the target route, and the penalty model reflects location information included in the target route. The method according to any one of claims 1 to 6,
The ship route and transport planning system is configured to generate a ranking list of the target routes for the individually identifiable vessels. A transport vessel path prediction method for future transport voyages based on a dynamic set of vessel information sources,
Obtaining a request for identification of a ship plan and information source corresponding to a possible ship for transport voyage;
Receiving a ship information set from a plurality of ship information sources including at least an unindexed first ship data set from a first ship information source and an unindexed second ship data set from a second ship information source-the first The first and second ship data sets are formatted differently;
Indexing the unindexed first and second ship data sets with a ship identification data part, a ship position data part, and a ship loading status data part to generate the first and second sets of indexed ship data;
Processing the set of ship information including the first and second sets of indexed ship data to form a plurality of skeletal scenario paths for identifiable ships-individual skeletal scenario paths for ships are at least one anchor point Defined by -;
Combining the plurality of skeletal scenario paths to form a plurality of target paths for the individually identifiable ships-The plurality of skeletal scenario paths is a common anchor so that the number of resulting target paths is less than the number of skeletal scenario paths Combined according to points -;
Requesting an interface in response to a request for identification of the vessel planning and information source, identifying at least a subset of the identified individual vessels based on a target path and a value indicator associated with the density of at least a subset of the identified individual vessels Transport vessel route prediction method comprising the step of generating for the location. The method of claim 8,
The individual vessel information source transmits two or more types of vessel information associated with the individual vessel, and access to the individual types of vessel information is based on one or more attributes associated with a user. The method of claim 9,
The method or step of receiving the set of ship information from the plurality of ship information sources is based on a submitted attribute associated with the user. The method according to any one of claims 8 to 10,
A method of associating a score to the target path based on the determined degree of suitability for the target path. The method of claim 11,
Determining the feasibility of the target path based on the predicted weather conditions and ship files along the respective target paths according to the control rule, wherein the individual target paths are scored according to the control rule . The method according to any one of claims 8 to 12,
And applying a penalty model reflecting the location information included in the target path. The method according to any one of claims 8 to 13,
And generating a ranking list of the target routes for the individual target vessels. A computer program that, when executed on a general purpose computer, causes the method steps of any one of claims 8 to 14 to be executed.

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