JP6332887B2 - Container management system, container management method and program - Google Patents

Description

  The present invention relates to a container management system, a container management method, and a program, and more particularly to a container management system that manages marine containers used for import / export operations at a container terminal.

  The current flow of export containers in the container terminal integrated yard management system developed by the inventors will be described below with reference to FIG. FIG. 7 is a flowchart showing an outline of the flow of an export container using a conventional management system.

  In step S001, the terminal operating company schedules a container ship call application from a ship agency and registers it in the management system.

  In step S002, the cargo handling business operator imports the booking information of the export list provided by the forwarding agent (secondary broker) from the shipping agent system into the management system or directly inputs the data into the management system. .

  In step S003, the cargo handling business operator selects a container for allocating cargo in the booking information, and the container number (shipping company code 4 digits + number 7 digits or 8 digits (the last digit is a check digit) in the management system booking information. ) Etc.

  In step S004, the forwarding agent inputs the G / W (total weight), the seal number (sealing), and the remark of the container through a Web system connected to the management system via the Internet.

  In step S005, the shipping agent notifies the shipping agent of the container number / booking number, container type, container pick-up location, and vanning location by telephone, FAX, e-mail, or the like.

  In step S006, the sea container trader (draft trader) selects (arranges) a transport vehicle for container transport, and gives a work instruction to the driver of the transport vehicle. The work instruction is given by, for example, notification at an office or notification by a mobile phone.

  In step S007, the driver of the transportation vehicle loads an empty container on the transportation vehicle in the van pool, moves to the vanning place, and loads the cargo into the container. After loading the cargo, move to the entrance gate in the yard.

  In step S008, the driver of the transportation vehicle uses the IC card authentication terminal for identifying the sea corn trader in the gate booth to authenticate that the sea commerce trader has identified, and the container to be worked on. Authenticate that When the gate checkman inputs the container side damage on the handy terminal, the TP instructions are automatically printed. Here, TP is an abbreviation for a transfer point and means a work place of a container ON chassis or an OFF chassis of a transportation vehicle.

  In step S009, the attendant in the gate booth checks the damage of the container ceiling with the camera image of the ceiling while the driver of the transportation vehicle issues the TP instruction, and manages the system only when there is damage. To enter.

  In step S010, when the transport vehicle driver moves the transport vehicle to the TP number printed on the TP instruction sheet and stops, it is an in-vehicle terminal mounted on a straddle carrier or the like, and is built in the mobile phone network or yard. The containers to be worked are automatically displayed on the in-vehicle terminal connected to the management system via the power-saving wireless LAN, in the order of acceptance at the gate. The straddle carrier or the like performs the OFF chassis work of the container from the transportation vehicle according to the display. When the transtainer performs the OFF chassis work of the container, the transport vehicle that has entered from the gate proceeds into the yard and stops under the transtainer printed on the TP instruction sheet, and the transtainer performs the OFF chassis work of the container. Do.

  In step S011, the management system automatically distributes the yard carry-in registration of the export container to the NACCS by gateway system (transmission of CYA).

  In step S012, when the OFF chassis operation of the container from the transport vehicle by the straddle carrier or the like is completed, the transport vehicle is non-stop from the exit lane of the container non-load vehicle among the exit lanes of the container load vehicle or the non-load vehicle. Leave the yard.

  In step S013, the forwarding agent makes a permission application to the NACCS system, which is manually linked with the management system, for the export export (booking) subject to customs clearance. When the management system and NACCS are not linked, a permission application is made by NACCS alone.

  In step S014, the cargo handling company uses the management information to create a loading sequence (container work order table) that is the work order of loading on the ship, using the container information of the containers stored in the yard.

  In step S015, the loading sequence is displayed on an in-vehicle terminal mounted on a container carrier such as a straddle carrier, and the export containers stored in the yard are sequentially conveyed to the gantry crane and loaded. The operator of the gantry crane working on the quay performs loading work from a container transporter such as a straddle carrier in accordance with the foreman's radio instruction in the ship.

  Next, the current flow of imported containers in the management system will be described below with reference to FIG. FIG. 8 is a flowchart showing an outline of the flow of an import container using a conventional management system.

  In step S101, the terminal operating company registers the port call schedule of the container ship from the ship agent in the management system.

  In step S <b> 102, the cargo handling company imports M / F information, which is an import list, from the system of the shipping agent (Otsunaka) into the management system, or directly inputs it into the management system.

  In step S103, the cargo handling company uses the bay plan list obtained from the ship agency to create a landing sequence (container work order table) that is the order of landing from the ship using the management system.

  In step S104, the operator of the gantry crane working on the quay performs the unloading operation on the container transporter such as the straddle carrier according to the foreman's radio instruction in the ship. The unloading sequence is displayed on an in-vehicle terminal mounted on a container carrier such as a straddle carrier. The container transporter sequentially transports and stores imported containers that are unloaded by a gantry crane to a storage location that is automatically designated by the management system.

  In step S105, the forwarding agent applies for permission to the NACCS system manually linked with the management system for the import list (M / F) as a customs clearance service, and receives import permission information from the NACCS. When the management system and NACCS are not linked, a permission application is made for NACCS alone.

  In step S106, the forwarding agent notifies the shipping container operator of the container number, the container type, the container pick-up terminal, the devanning place, and the return place by telephone, FAX, or e-mail.

  In step S107, the shipping agent inputs D / O (shipping instruction) for the imported container and completes the payment (FREIGHT) for the shipping container, and inputs the pick-up order to the shipping agent to the Web system.

  In step S108, the shipping agent, in the Web system, if all three items of import container D / O preparation, customs clearance (permission number obtained by NACCS), and shipping company free time are all OK, the shipping reservation number is set. Acquire it and notify the seacon contractor.

  In step S109, the sea container company arranges a transport vehicle for container transport, and gives a work instruction (notification at the office or notification by mobile phone) to the driver of the transport vehicle.

  In step S110, when the driver of the transport vehicle authenticates that he / she is a registered business operator using the IC card authentication terminal for identifying the sea corn trader at the gate booth and inputs the carry-out reservation number, the TP instruction is automatically printed. Is done.

  In step S111, when the driver of the transporting vehicle moves the transporting vehicle to the TP number printed on the TP instruction sheet and stops, it is an in-vehicle terminal mounted on a container transporter such as a straddle carrier, Or the container used as a work object is automatically displayed on the vehicle-mounted terminal connected to the management system via the power-saving wireless LAN constructed in the yard in the order of acceptance at the gate. The container transporter picks up the target container at the container storage location in the yard as instructed by the in-vehicle terminal and performs the ON chassis operation of the container on the transport vehicle. When the transtainer performs the ON chassis work of the container, the transport vehicle that has entered from the gate advances into the yard and stops under the transtainer printed on the TP instruction sheet, and the transtainer performs the ON chassis work of the container. Do. Transtenor workers are usually in the driver's seat at a height of 10 m or more above the ground. Therefore, even if the driver of the transportation vehicle speaks, the voice does not reach due to the surrounding wind and work sound. Therefore, in the case of the ON chassis, the driver of the transportation vehicle gets off the vehicle and posts a hand plate to the operator (operator) of the transtainer to instruct the container to be operated. The handboard is paper on which information related to the container number is written.

  In step S112, the transport vehicle loaded with the imported container moves to the exit lane of the container loaded vehicle at the gate. The gate checker enters the container side damage into the management system using the handy terminal.

  In step S113, the attendant in the gate booth confirms the ceiling damage of the container with the camera image of the ceiling while the checkman inputs the container side damage with the handy terminal to the management system. After entering, issue EIR (equipment interchange receipt).

  In step S114, the management system automatically distributes the yard carry-out registration of the imported container to the NACCS by the gateway method (transmission of CYO).

  As mentioned above, international container transportation that supports international commerce involves operations such as shippers, consignees, ship agents requested by both sides, customs, shipping agents, seacons operators, cargo handling operators, terminal operators, etc. across multiple countries. Is the international logistics of cargo through many different operators. Similar to the traceability of the production and distribution of goods (cargo), marine containers, which are dedicated storage boxes for carrying cargo, are required to have accurate work and history management in relation to international security.

  However, ensuring the distribution history (traceability) of containers has not always been perfect. For example, if the driver operating the straddle carrier makes a mistake in the TP, and if the container unloaded at the time of import is switched on to a different transport vehicle, there is a risk that both the transport vehicle driver and the gate checkman will overlook the error. Conceivable. If the driver thinks that the correct container is loaded, he or she will carry an inappropriate container. On the other hand, the gate checkman checks whether it is included in the list of container numbers that pass through the gate on that day. Therefore, as long as it can be confirmed that the container number loaded on the transport vehicle is included in the list, even if a container is loaded on the wrong transport vehicle, the gate checkman will not pass through the gate and pass through the bonded area. There was a risk of being carried out of the container terminal.

  If traceability of containers cannot be ensured due to such human error, suspicious materials can easily be mixed into containers that circulate around the world, which can be a major problem in international security. .

  In particular, in order to respond to the rapid increase in handling of international container transport worldwide in recent years, it is considered to be an urgent task to reduce the risk of human error such as transmission errors and leakage due to human intervention.

  Therefore, an object of the present invention is to provide a container management system or the like that realizes provision of clear container traceability to a third party in an import / export operation involving a number of contractors.

  A first aspect of the present invention is a container management system for managing a marine container used for import / export operations, a radio terminal fixed to a transport vehicle for transporting the marine container and having a unique machine body unique number, A first antenna that receives a radio signal from the radio terminal; a handy terminal that a gate checkman that inputs information about the side of the marine container near the import / export gate; and A work history storage unit that associates and stores a container number assigned to a container and the machine body unique number, and a determination unit; and the determination unit adds the work history to the machine body unique number transmitted from the wireless terminal. Whether the first container number associated with the second container number input from the handy terminal matches The judges, container management system or.

  According to a second aspect of the present invention, there is provided a container management system according to the first aspect, wherein a ceiling camera unit that is present in the vicinity of the import / export gate and photographs the transport vehicle from above, and an upper surface of the maritime container. And a character reading unit for reading a third container number displayed in the image data captured by the ceiling camera unit, wherein the determination means includes the first container number, the second container number, and the third container number. It is determined whether the container numbers match.

  A third aspect of the present invention is the container management system according to the second aspect, further comprising a mask unit that performs a masking process so as to hide the first container number and the third container number from being displayed on the handy terminal. Prepare.

  A fourth aspect of the present invention is the management system according to any one of the first to third aspects, wherein the shipping agent terminal used by the shipping agent, the shipping agent terminal used by the shipping agent, and the transportation A mobile phone terminal personally owned by the driver of the vehicle; and a management communication unit for performing communication between the sea broker operator terminal, the sea corn operator terminal, and the mobile phone terminal. The ETC on-vehicle device having an ETC number, the management communication unit, when the information and work instructions of the sea corn trader is input from the shipping agent terminal, transmits the work instruction to the sea commerce trader terminal, When information relating to the transport vehicle and the driver is input from the seacon contractor terminal in association with the work instruction, the fact that the marine contractor is entrusted is transmitted to the seafarer terminal, and the mobile phone For phone terminals The transmit working instructions and the transportation vehicle Te.

  A fifth aspect of the present invention is the container management system according to any one of the first to fourth aspects, further comprising a history correction unit that corrects the work history stored in the work history storage unit, The work history storage unit includes a unique key different from the container number and a temporary number flag indicating whether or not the container number has been confirmed in conjunction with the container number and the machine body unique number. When the container number which is stored as the work history and has not been confirmed at the time of the first work associated with the specific unique key is confirmed at the time of the second work associated with the unique key thereafter. The history correction unit adds the confirmed container number to the work history stored in the work history storage unit and corrects the temporary number flag.

  A sixth aspect of the present invention is the container management system according to any one of the first to fifth aspects, wherein the first container number includes a number of seven digits or more, and the second container number Is input to the handy terminal as a specific four-digit number of the container number, and the determination means is a four-digit number corresponding to the second container number of the first container number. It is determined whether the number matches the second container number.

  A seventh aspect of the present invention is the container management system according to the second or third aspect, wherein the container carrier has a container carrier that performs an ON chassis operation or an OFF chassis operation of the marine container on the transport vehicle. The work history storage unit further includes a terminal when the second container number and the third container number are different, and stores one as a main container number and the other as a sub-container number included in the work history. When the sub-container number is present, the transport on-vehicle terminal displays the main container number and the sub-container number.

  An eighth aspect of the present invention is the container management system according to the seventh aspect, wherein the container has a second antenna that is included in a container transporter that performs ON chassis work or OFF chassis work on the transport vehicle, A carrier display unit included in a container transporter, wherein the wireless terminal transmits the machine body unique number to the second antenna, and the carrier display unit includes the main container when the sub container number is present. The number and the sub-container number are displayed.

  A ninth aspect of the present invention is the container management system according to the eighth aspect, wherein the container transporter is a mobile transporter, the second antenna is a DSRC antenna, and the wireless terminal is , The ETC on-vehicle device, the machine body unique number is an ETC number, and the container transporter has the DSRC antenna on a leg.

  A tenth aspect of the present invention is a container management method using a container management system for managing marine containers used for import / export operations, the container management system being fixed to a transport vehicle for transporting the marine containers. And an ETC on-board unit having a unique ETC number, a first antenna that receives a radio signal from the ETC on-board unit, and a gate checkman that inputs information on the side of the maritime container near the import / export gate. A handy terminal, a work history storage unit that stores a work history related to the marine container, and a determination unit; and when the transport vehicle arrives at the import / export gate, the ETC on-board unit sets the ETC number to the A wireless transmission step of wirelessly transmitting to the first antenna; and the determination means is associated with the machine specific number in the work history. Is a first container number and a second container number inputted from the handy terminal is whether container management method comprising a determining step of matching.

  An eleventh aspect of the present invention is a program for causing a computer to function as the work history storage unit and the determination unit in the tenth aspect.

  The present invention may be regarded as a non-temporary computer-readable recording medium storing the program according to the eleventh aspect.

  According to each aspect of the present invention, when the transport vehicle arrives at the import / export gate, based on the information derived from the wireless terminal mounted on the transport vehicle, independently of the confirmation of the container number by the visual check of the gate checkman. The container number can be acquired. Therefore, multiple checks of containers can be performed at the gate, and it becomes easy to reduce the risk of human error and ensure the traceability of containers.

  In general, it is considered that systemization is easy for work within one organization by establishing work procedures and execution quality. However, multiple peers are divided into separate work at one container terminal. In many cases, it is difficult to carry out container import / export operations without errors with rules that exclude exception handling. Therefore, the multiple check based on each aspect of the present invention provides a system that allows differences in the performance of operations and procedures of a plurality of cargo handling operators and shipping companies that are competing in the container terminal, resulting in high terminal operation. Efficiency can be improved.

  Further, conventionally, at the field of container export and import, the off-chassis work schedule of containers registered by the previous day has been printed on a list, and the workers of the straddle carrier and transtainer have made visual confirmation. For this reason, there is a disadvantage that real-time processing cannot be performed. Therefore, according to each aspect of the present invention, real-time container work registration including the work day can be performed using the machine body unique number of the wireless terminal of the transport vehicle. In addition, it becomes easy to eliminate the congestion before the gate of the transport vehicle by registering the time of entrance of the transport vehicle to the gate.

  Further, according to the second aspect of the present invention, a more secure multiple check of containers can be performed. Therefore, it becomes easier to ensure the traceability of marine containers. In particular, maritime containers are so large that the Gate Checkman cannot confirm them. Therefore, it is possible to prepare for a difference in input due to the intention or negligence of the gate checkman by confirming the maritime container-like surface with the ceiling camera unit. In addition, confirmation becomes easy when the number of the marine container is not standardized by so-called two-by-one repair described later.

  Furthermore, according to the third aspect of the present invention, it becomes impossible for a worker on site to falsify the container number. Therefore, it becomes easier to ensure the traceability of marine containers.

  Furthermore, according to the fourth aspect of the present invention, the container shipping work requested by the sea transportation company to the sea container company is registered by the cargo handling company via the Internet using the sea transportation company terminal. If you add to, you can check the corresponding data at the maritime contractor terminal. When the shipping agent and the driver are registered in the data, the management system establishes a commercial transaction between the shipping agent and the shipping agent, and instructs the driver's mobile phone terminal by automatic delivery mail. Therefore, it is possible to eliminate a human error such as a transmission error or a transmission omission by omitting the manual communication from the sea transportation company to the sea transportation company and the manual communication from the sea transportation company to the driver.

  Moreover, usually, a personally owned mobile phone terminal is always carried by the driver. Further, the ETC on-vehicle device is generally not detached from the transport vehicle. Therefore, it is possible to prevent impersonation and the like, and it becomes easier to ensure the traceability of the marine container. Conventionally, in order to maintain the consistency of the management system from the viewpoint of system error prevention and ease of system construction, it has been assumed that a dedicated terminal is used for a portable device as a component of the management system. This technical common sense has been a hindrance to using an external system terminal as a component of the management system. However, according to the present invention, ensuring traceability of marine containers is regarded as the most important issue prioritizing system consistency, so that it is easy to improve traceability related to drivers and transport vehicles. This point has an effect that cannot be obtained when a system-dedicated device that is given to a driver or a transportation vehicle for business purposes is used. In addition, costs associated with new system introduction and maintenance can be reduced.

  In addition, conventionally, there are judgments and authentications based on the judgment of the worker's person in the part through the dealer. This human intervention stems from the fact that each business operator supports the data linkage of independent systems. As a result, in order to realize the traceability of containers, it takes time to align with the information registered in the management system at each checkpoint, and the international transaction volume is accelerated as the transaction via the Internet spreads. However, the time required for loading and unloading has been further reduced.

  Therefore, according to the fourth aspect of the present invention, the starting point of the commercial transaction of the sea container trader, which has been unclear so far, is clarified, and a telephone inquiry from the sea container trader to the seafood trader when the imported container is taken over by the sea container trader. It becomes unnecessary. As a result, import / export operations can be started quickly.

  Here, in spite of the fact that a container transportation transaction between a seafood company and a sea container company has been established, it may take a long time to determine the container number of a sea container to be packed with cargo, which may become a bottleneck. For example, (1) When a sea container carrier is transporting a sea container to pack cargo into a sea container, but it cannot be determined whether it can really be loaded into that sea container, (2) It is displayed by past repairs of the sea container. If the container number is different at the door, side, rear, or ceiling (so-called two-by-one repair, three-by-one repair, etc.), (3) The marine container is being transported outside the yard and the maritime container is being processed at the gate Or, when a marine container breakage or problem is detected during the ON / OFF chassis work of the marine container at TP, and the marine container needs to be replaced, at the same timing as (4) (3), This may be the case when a shipping container needs to be changed due to the circumstances of the shipping company.

  Therefore, according to the fifth aspect of the present invention, even if the container number has not yet been determined, it can be displayed retrospectively on the management system and corrected retroactively. Traceability can be secured while advancing business. In addition, by displaying “provisional number”, it is possible for related businesses to share that there is some problem with the marine container that is being worked on, and it is possible to solve the problem without overlooking with human error before shipping. Further, when it is desired to inquire all of a series of operations repeated for the same container, the operation history data can be extracted with a unique key linked to the container number.

  Furthermore, according to the sixth aspect of the present invention, damage input has been made with a wireless terminal to a maritime container identified by an IC card so far. Since a man specifies an offshore container by inputting only a 4-digit number, it is easy to perform a quick operation. In addition, it is possible to eliminate the selection of a container from the IC card and to prevent a human error for confirming the container number displayed on the wireless terminal.

  Here, when using a temporary number, it is particularly important to ensure the traceability of the marine container. However, it is a problem whether a four-digit number is sufficient for confirmation by the gate checkman. Since there are usually several thousand TEU (Twenty-foot Equivalent Units) marine containers in the yard, the common sense that “a confirmation with a four-digit number is not sufficient for those skilled in the art” is the present invention. It becomes a hindrance factor to arrive at. However, it is limited to several hundred TEU when it comes to an actual working marine container. The present invention is based on the inventor's unique knowledge that a four-digit number is sufficient for the gate checkman's confirmation.

  Further, according to the seventh aspect of the present invention, even if the container number on the side and the container number on the ceiling are different for reasons such as repairing one by one, check with the shipping agent from the gate checkman, for example. It becomes easy to ensure traceability.

  When a marine container contains fireworks or other dangerous materials, it is not allowed to wait for a long time for customs clearance. Therefore, apart from general containers, customs inspections have been completed in advance and transported promptly (so-called “hot delivery”). At this time, the marine container to be worked is not stored in the yard. The transport vehicle entered from the gate goes directly to the gantry crane working on the quay to receive the container and leaves the gate. For this reason, there is a higher risk of human error due to mishandling of the handboard compared to general containers.

  Thus, according to an eighth aspect of the present invention, there is a system for communicating between a driver of a transport vehicle and a worker of a container transporter, or between a worker of a gantry crane and a container transporter working on a foreman and a quay in a ship. It becomes possible to incorporate it into. Therefore, human error at the time of unloading / shipping is eliminated, and it becomes easier to ensure traceability even for a container that is a target of hot delivery.

  According to the ninth aspect of the present invention, the moving container transporter has a DSRC antenna at the leg. The DSRC antenna has a restriction that it must communicate as a fixed station based on the Radio Law. Therefore, it is common knowledge for those skilled in the art to attach the DSRC antenna to a fixed building or gate, and there are obstacles to attaching the DSRC antenna to the movable container transporter. The present inventor's unique knowledge that a movable container transporter that moves only within the same lot number, such as a transtainer or a gantry crane, can communicate as a fixed station even if it moves within a fixed site. It is based on. In addition, when a DSRC antenna is installed in the driver's seat of a transporter having a driver's seat at a high place such as a transtainer or a gantry crane, there is a possibility that the communication of other transport vehicles traveling nearby will be received. Therefore, by attaching a DSRC antenna to a leg closer to the ground than the driver's seat, it becomes easy to set the reception range to an appropriate range.

  As mentioned above, secure logistics traceability can be realized by covering as many points as possible in the management system.

It is a block diagram which shows the outline | summary of the management system 1 which concerns on the Example of this invention. It is a figure which shows the outline | summary of the gate installation linked with the management system. It is a flowchart which shows the outline | summary of the flow of the export container using the management system 1. It is a flowchart which shows the outline | summary of the flow of the import container using the management system 1. FIG. It is a figure which shows the relationship of the data cooperation in the management system. It is a figure which shows the outline | summary of the entry flow of the container number in the management system. It is a flowchart which shows the outline | summary of the flow of the export container using the conventional management system. It is a flowchart which shows the outline | summary of the flow of the import container using the conventional management system.

  Embodiments of the present invention will be described below with reference to the drawings. The embodiment of the present invention is not limited to the following examples.

  FIG. 1 is a block diagram showing an overview of a management system 1 according to an embodiment of the present invention. Hereinafter, an overview of the management system 1 of FIG. 1 will be described.

  A management system 1 according to the present embodiment (an example of “container management system” in the claims of the present application) is a management system for a container (an example of “marine container” in the claims of the present application) used for import / export operations. Referring to FIG. 1, a management system 1 includes a shipping agent terminal 3 (an example of a “trading agent terminal” in the claims of the present application) that is a computer used by a shipping agent, and a sea that is a computer used by a shipping agent. Con-contractor terminal 5 (an example of “sea con-contractor terminal” in the claims of the present application) and a driver of a transport vehicle (an example of “transport vehicle” of the present claims) of a container (“driver” of the present claims) Mobile phone terminal 7 (an example of “mobile phone terminal” in the claims of the present application) and an ETC vehicle-mounted device 9 (“wireless terminal” in the claims of the present application) An example of “container”, an in-vehicle terminal 11 (an example of “in-vehicle terminal” in the claims of the present application), a gate unit 13, and a management unit 15.

  The ETC on-vehicle device 9 is an on-vehicle device used for an ETC system (Electronic Toll Collection System) for automatic toll collection in an expressway traffic system, and includes an ETC number storage unit 21 and an ETC communication unit 23. The transport on-vehicle terminal 11 includes a transport vehicle input unit 25, a transport vehicle display unit 27, and a transport vehicle communication unit 29. The gate unit 13 includes a handy terminal 31 (an example of “handy terminal” in the claims of the present application), an LED display board 33, a DSRC antenna 35 (an example of “first antenna” in the claims of the present application), and a ceiling camera unit 37. (An example of a “ceiling camera part” in the claims of the present application).

  The handy terminal 31 includes a handy input unit 39, a handy display unit 41, and a handy communication unit 43. The ceiling camera unit 37 includes a trail camera 45, a damage confirmation camera 47, a character reading unit 49 (an example of a “character reading unit” in the claims of the present application), and a camera communication unit 51. The trail camera 45 is for photographing the container number displayed on the container ceiling surface, and is fixed and automatically photographs based on the control of the management unit 15. The damage confirmation camera 47 is for the gate checkman to confirm damage on the container ceiling surface, and can be moved.

  The management unit 15 includes a management processing unit 53, a management determination unit 55 (an example of “determination means” in the claims of the present application), a management storage unit 57, and a management communication unit 59 (“management communication unit” in the claims of the present application). An example), a management control unit 61, and a mask unit 62 (an example of a “mask unit” in the claims of the present application). Further, the management processing unit 53 includes a unique key assigning unit 63, a container number rewriting unit 65 (an example of “history correcting unit” in the claims of the present application), a TP number assigning unit 67, an EIR issuing unit 69, and a container priority. A rank determining unit 71. The management determination unit 55 includes a container allocation determination unit 73, a transport vehicle determination unit 75, a container number determination unit 77, an error determination unit 79, and a character authentication determination unit 81. Further, the management storage unit 57 includes a work history storage unit 83 (an example of a “work history storage unit” in the claims of the present application), a booking information storage unit 85, an M / F information storage unit 87, and a photographing data storage unit 89. And have.

  When the transport vehicle approaches the gate unit 13, the ETC on-vehicle device 9 wirelessly transmits an ETC number unique to the ETC on-vehicle device 9 to the DSRC antenna 35. The ETC number storage unit 21 stores an ETC number. The ETC communication unit 23 wirelessly transmits the ETC number stored in the ETC number storage unit 21 to the DSRC antenna 35. Further, the ETC on-vehicle device 9 works in conjunction with a trail camera having a character reading unit 49.

  The transport on-vehicle terminal 11 is a computer included in a container transport machine such as a straddle carrier that performs ON chassis work or OFF chassis work of a container on a transport vehicle after passing through a gate.

  With reference to FIG. 2, equipment in the vicinity of a gate (an example of an “import / export gate” in the claims of the present application) will be described. FIG. 2 is a diagram showing an outline of the gate facility that cooperates with the management system 1.

  The gate unit 13 is a general term for facilities that are in the vicinity of the gate and communicate information with the management unit 15. The handy terminal 31 is a portable terminal used by a gate checkman (an example of “gate checkman” in the claims of the present application) that confirms whether or not a transport vehicle can pass at a gate. The LED display board 33 displays instructions such as TP (transfer point) and “STOP” to the transporting vehicle. The DSRC antenna 35 receives information from the ETC vehicle-mounted device 9 by wireless communication and transmits the information to the management unit 15. The ceiling camera unit 37 photographs the ceiling surface of the container with a damage confirmation camera 47 different from the trail camera 45 and transmits a video (an example of “photographing data” in the claims of the present application) to the management unit 15.

  The management unit 15 manages information in the management system 1. The management processing unit 53 edits information in the management system 1. The management determination unit 55 performs determination based on information in the management system 1. The management storage unit 57 stores a data group such as a series of work histories (an example of “work history” in the claims of the present application) regarding containers from unloading to devanning, devanning to container return place, van pool to vanning, and vanning to shipping. (Store. The management communication unit 59 transmits information between various devices in the management system 1. The management control unit 61 controls various devices in the management system 1.

  Next, the flow of the export container using the management system 1 will be described with reference to FIG. FIG. 3 is a flowchart showing an outline of the flow of the export container using the management system 1. Of the steps in FIG. 3, steps different from the conventional flowchart are highlighted and displayed with a thick frame.

  In step ST001, the terminal operating company registers the port call schedule of the container ship from the ship agency in TACTOS. TACTOS is software developed by the inventors and is an example of the management unit 15 in the present embodiment.

  In step ST002, it is assumed that an export container to which empty containers piled up in a bump rule are allocated has been determined when a shipping company inputs / imports booking information into TACTOS. Conventionally, when the container number is input after waiting for the container number unique to the container (an example of “container number” in the claims of the present application) to be determined, the unique key assigning unit 63 receives the cargo identification code and the container number. Unlike the above, a unique key (an example of “unique key” in the claims of the present application) linked with a container number is assigned. As a result, “temporary number” is displayed on the booking information screen, and a series of traceability is realized.

  An example of the container number is ABCD12345678. The first four alphabetic characters indicate the shipping company that is the owner of the container. When a shipping agent gives an instruction to a shipping agent, if the instruction is “I want to use a container from ABCD”, the first four letters are fixed, but the container number is not fixed.

  In some cases, the container cannot be placed on the ABCD ship due to a delay in the container preparation work. Then, the company's next flight will be two weeks later, but it is often impossible to wait there. At this time, the EFGH company wants to place a container on a ship of EFGH, but EFGH has a policy of placing only its own container. In such a case, it is necessary to refill the container, and the container number is inevitably changed.

  In step ST003, when the container to be carried into the yard is determined here, the cargo handling business operator or the shipping agent registers the container number in TACTOS. At this time, when the container number is changed from the temporary number to the formal number, the temporary number in the input history is automatically changed to the official number.

  In step ST004, the forwarding agent inputs the G / W (total weight), the seal number (sealing), and the remark (an example of “work instruction” in the claims of the present application) of the container through the Web system.

  In step ST 005, the marine trader (Otsunaka trader) registers (input designation) the sea container trader responsible for carrying in the yard of the export container using the TACTOS web system using the trader trader terminal 3. Then, the management communication part 59 transmits the information displayed as “provisional number” instead of the container number to the sea container company terminal 5 possessed by the sea container company.

  In step ST006, the sea container company uses the sea container company terminal 5 to specify the transport vehicle, driver, and yard scheduled delivery date for the list of registered export containers received from the sea broker company terminal 3, using the TACTOS web system. Register (input designation) with. Then, the management communication part 59 transmits the fact which the sea contractor entrusted with the shipping agent terminal 3. In addition, the management communication unit 59 distributes work content mails to the driver's mobile phone (mobile phone terminal 7) registered by the terminal operating company in TACTOS.

  As described above, by performing provisional number display and retroactive correction, it becomes possible to quickly start import / export operations before the container number is determined. In addition, since the management system 1 automatically communicates between the forwarding agent, the shipping agent, and the driver, it is possible to proceed with import / export operations in real time while ensuring traceability.

  Here, the mobile phone terminal 7 to which the management system 1 communicates is premised on a mobile phone personally owned by the driver of the transport vehicle. Therefore, information is transmitted only to the mail address of the driver's mobile phone terminal registered in the management system 1 by the seacon contractor via the Internet. Since it is not transmitted to a third party, the act of transporting the container itself is the authentication of the driver. The driver must obtain personal authentication at the gate with a PS card issued by the Ministry of Land, Infrastructure, Transport and Tourism. As a result, a third party cannot replace the driver.

  In step ST007, when an empty container is loaded on a transport vehicle by a forklift or the like in the van pool, the management communication unit 59 causes the container number designated by the transport onboard terminal 11 to be registered in TACTOS. In addition, when the forklift etc. are not carrying the conveyance vehicle-mounted terminal 11, you may input with the terminal installed in the van pool office. At this time, the container number rewriting unit 65 corrects the display of the work history “provisional number” and the like that the work history storage unit 83 has to the official container number after confirmation. The driver moves the transport vehicle to the vanning location and loads the cargo into the container. After loading the cargo, move the transport vehicle to the yard entrance gate.

  In step ST008, the gate checkman adds the last 4 digits (number, main symbol, “second container” of the present invention) of the container number (main number: 4 digits of alphabet + 7 digits or 8 digits) of the loaded export container. An example of “number” is input from the handy input unit 39 to the handy terminal 31. The container number determination unit 77 determines whether or not the container is an export container that has been designated by the seacon contractor based on the last four digits of the input container number. The management communication unit 59 transmits the determination result to the handy terminal 31, and the determination result is displayed on the handy display unit 41. Further, the gate checkman inputs the damage on the side surface of the container to the handy terminal 31.

  Normally, the data processing of the computer system is performed in a series of flows, but the identification of the container target at the handy terminal 31 and the authentication using the ETC on-board device 9 are performed independently for the same database. The container identification performed by the handy terminal 31 is performed only for the container list registered by the shipping agent. Authentication using the ETC vehicle-mounted device 9 is performed on information registered by a sea contractor. For this reason, independent multiple checks eliminate the human error that is assumed by routine work without increasing the actual work load, and can dramatically improve the reliability of logistics traceability.

  In step ST009, the management control unit 61 causes the LED display board 33 to display “STOP” when the transport vehicle enters the gate. In addition, the ETC communication unit 23 transmits the ETC number (an example of the “machine unique number” in the claims of the present application) stored in the ETC number storage unit 21 to the DSRC antenna 35 (“wireless transmission step” in the claims of the present application). Example). The DSRC antenna transmits an ETC number to the management unit 15, and the transport vehicle determination unit 75 associates the received ETC number with the work history (an example of “first container number” in the claims of the present application). The gate delivery designation date, the export container, whether the transport vehicle is all correct, and whether the transport vehicle passes through the gate are determined (an example of “determination step” in the claims of the present application).

  Here, the reason why the ETC number unique to the ETC on-board unit 9 is adopted as the authentication information is that information recorded in the ETC on-board unit 9 is information that cannot be changed by a private company. Thereby, it becomes easy to ensure traceability.

  In step ST010, the management control unit 61 causes the trail camera 45 to photograph the ceiling surface of the container (an example of “upper surface of container” in the claims of the present application). The camera communication unit 51 transmits the shooting data to the management unit 15. Shooting data for automatic shooting (an example of “shooting data” in the claims of the present application) is stored in the shooting data storage unit 89 as work evidence (status of container loading / unloading) in a state that cannot be changed by any user of the management system. . Further, the mask unit 62 performs a mask process (an example of “mask process” in the claims of the present application) for prohibiting access from the handy terminal to the captured data of the trail camera 45. This enhances traceability. The shooting data can be checked in real time by each cargo handling company and the terminal operating company by the management unit 15 automatically linking with the work history stored in the management storage unit 57. The character authentication determination unit 81 performs character authentication of the container number of the export container (an example of “third container number” in the claims of the present application) based on the photographed data, and the photographed container is registered by the sea container operator. It is determined whether or not it is a container.

  Here, the container may be a container that is replaced with a corresponding part of another container because a part such as a door is damaged (so-called “Nikoichi”). For example, if the container number displayed on the side of the container that can be viewed by a pedestrian for nicotine reasons (an example of the “side of the container” in this claim) and the container number displayed on the ceiling that cannot be viewed by the pedestrian are different, The error determination unit 79 performs error determination. In this case, a system error is displayed, and a sub number (4 alphabetic characters + 7 or 8 digit numbers (an example of “sub number” in the claims of the present application)) is additionally registered in the container information.

  In step ST011, the gate booth or center staff confirms the video of the damage confirmation camera 47 and inputs the presence or absence of ceiling damage. In the state where the work confirmation of the ETC on-vehicle device 9 has been completed, when the input of the ceiling damage and the input from the hand terminal of the gate checkman are made, the TP number assigning unit 67 automatically assigns the TP number. The management control unit 61 displays the TP number assigned to the LED display plate 33 installed at the gate.

  In step ST012, the driver moves the transportation vehicle based on the TP number displayed on the LED display plate 33 and stops. Subsequently, the management control unit 61 displays a work instruction on the transport vehicle display unit 27 of the transport on-vehicle terminal 11, and the OFF chassis work is performed.

  Here, only the container number on the ceiling is visible from the straddle carrier due to its structure. When there is a sub number (when the container number on the ceiling is different from the container number on the side), the management control unit 61 causes the transport vehicle display unit 27 to display the sub number. This makes it easy to ensure the traceability of the container even in the management system 1 that may use temporary numbers.

  In step ST013, the management system 1 automatically distributes the yard carry-in registration of the export container to the NACCS in a gateway manner (transmission of CYA).

  A conventional management system transmits CYA data to NACCS at the time of OFF chassis. Since the management system 1 according to the present invention includes the DSRC antenna 35, the CYA data is transmitted to the NACCS at the time when the gate passes. This makes it possible to optimize business.

  In step ST014, when the OFF chassis work is completed, the transport vehicle exits the yard non-stop from the exit lane of the container non-loading vehicle among the exit lanes of the container loaded vehicle or the non-loading vehicle at the gate. At this time, the DSRC antenna 35 receives the ETC number transmitted by the ETC vehicle-mounted device 9. The management control unit 61 causes the management storage unit 57 to record the exact leaving time of the transport vehicle. In addition, the ceiling camera unit 37 adjusts the shooting timing and takes a picture of the transportation vehicle that leaves non-stop.

  When a transport vehicle transports a container to a large container transporter such as a transtainer or a gantry crane (an example of “container transporter” in the claims of the present application) by hot delivery or the like, in step ST011, the management control unit 61 The number of the container transporter to be transported is displayed on the LED display plate 33 (step ST011 ′). In step ST012, the driver of the transportation vehicle moves the transportation vehicle to the large container transport machine of the displayed number and stops (step ST012 ').

  Here, the large container transporter has a second DSRC antenna (an example of a “second antenna” in the claims of the present application) in a leg portion. Moreover, it has a monitor (an example of a “transporter display unit” in the claims of the present application) that displays a container to be worked on in the operator room. The operator room is usually located at a height of 10 m or more above the ground.

  The second DSRC antenna receives the ETC number from the ETC vehicle-mounted device 9 of the transport vehicle by wireless communication. The management system 1 displays the received ETC number and the container number associated with the work history on the monitor in the operator room. The operator of the large container transporter performs the OFF chassis work based on the container number displayed on the monitor. Step ST013 and subsequent steps are the same as described above.

  Compared to the conventional way of using handboards or following Foreman's instructions, mistakes in the handboards of transport vehicle drivers, misreading of the large container transporter operator's handboards, incorrect Foreman instructions, large container transporter operators The risk of human error due to mistaken listening is reduced. Therefore, it becomes easy to ensure traceability including the container for hot delivery.

  The steps from permission application step ST015 to shipping step ST017 are the same as the conventional steps.

  Then, the flow of the import container using the management system 1 is demonstrated using FIG. FIG. 4 is a flowchart showing an outline of the flow of imported containers using the management system 1. Of the steps in FIG. 4, steps different from the conventional flowchart are highlighted and displayed with a thick frame.

  The process from step ST101 in which the terminal operating company registers the port call schedule of the container ship to the management system 1 to step ST105 in which the shipping agent applies to the NACCS system for customs clearance is the same as before.

  In step ST106, the marine trader registers (input designation) information including the container number and the maritime trader responsible for carrying out the yard of the imported container using the TACTOS web system using the marine trader terminal 3. Then, the management communication part 59 transmits the information containing a container number with respect to the sea container company terminal 5 which the said sea container company has.

  In step ST107, the sea container company inputs the transportation vehicle, the driver, and the planned date for carrying out the yard on the TACTOS web system using the sea container company terminal 5 with respect to the list of imported containers registered by the forwarding agent. To accept the pick-up order.

  In step ST108, when all four items of D / O preparation, customs clearance, shipping company free time and FREEIGHT payment (optional) are OK, the management communication unit 59 automatically sends a mail describing the work contents to the shipping agent terminal 3. In addition to transmitting the fact that the sea contractor has been entrusted to by transmitting, the mail of the work contents is also transmitted to the mobile phone of the driver registered by the sea contractor.

  Conventionally, after a shipping agent contacts a shipping agent, the shipping agent inputs necessary items into the management system. In the present embodiment, when a designated maritime contractor inputs necessary items to TACTOS, the management communication unit 59 automatically notifies the commissioner of the commission to the marine trader, so that the maritime trader can transfer the commission. It will be possible to shorten the time required for communication. Therefore, it is easy to speed up the import business.

  Furthermore, since the management communication unit 59 automatically notifies the driver of the work contents, it is possible to reduce the time required to contact the driver from the sea corn contractor. Therefore, the work speed can be further increased. As a result, it is possible to work in real time while ensuring traceability.

  In step ST <b> 109, the ETC on-board unit 9 transmits the ETC number recorded in the ETC number storage unit 21 to the DSRC antenna 35 when the transport vehicle enters the gate. The DSRC antenna 35 transmits the airframe unique number of the ETC on-board device 9 to the management unit 15, and the transport vehicle determination unit 75 determines whether the transport vehicle is registered for import container loading. During this time, the management control unit 61 displays “STOP” on the LED display plate 33.

  In step ST110, the management control unit 61 causes the trail camera 45 installed on the gate ceiling to photograph the transport vehicle. The camera communication unit 51 transmits the shooting data to the management unit 15. The character authentication determination unit 81 determines whether or not character authentication of the container number is possible. Since no container is loaded on the transport vehicle, it is determined that character authentication cannot be performed. The TP number assigning unit 67 assigns a TP number. The management control unit 61 controls the LED display plate 33 installed at the gate to display the assigned TP number.

  In step ST111, when the driver moves the transport vehicle to the TP number displayed on the LED display board 33 and stops the vehicle, the management control unit 61 displays a work instruction on the transport vehicle display unit 27 of the transport on-vehicle terminal 11. . If there is a sub number, the sub number is also displayed on the transport vehicle display unit 27. The container transporter performs ON chassis work based on the display content of the transport vehicle display unit 27.

  In step ST112, the DSRC antenna 35 receives the ETC number transmitted by the ETC vehicle-mounted device 9 when the transport vehicle enters the gate. The DSRC antenna 35 transmits the ETC number to the management unit 15. Based on the read ETC number, the transport vehicle determination unit 75 determines whether the transport vehicle is registered for import container loading. During this time, the management control unit 61 displays “STOP” on the LED display plate 33.

  In step ST113, the gate checkman inputs the last four digits (main symbol) of the number (main number) of the imported container loaded on the transport vehicle to the handy terminal 31. The handy terminal 31 transmits the input last four digits number to the management unit 15. The container number determination unit 77 determines whether or not the container is an import container designated by the seacon contractor based on the input last four digits. Further, the gate checkman inputs the damage on the side surface of the container to the handy terminal 31. When a plurality of imported containers are loaded on the transport vehicle, the container priority order determination unit 71 determines from which container to work. The gate checkman performs work according to the priority order determined by the container priority order determination unit 71.

  In step ST114, the character authentication determination unit 81 determines whether character authentication of the container number is possible based on the shooting data acquired by the trail camera 45 installed on the gate ceiling. If character authentication is possible, the management control unit 61 causes the LED display board 33 to display the TP number assigned by the TP number assigning unit 67. When the container number displayed on the side surface of the container is different from the container number of the ceiling surface read by the character reading unit 49, the error determination unit 79 performs error determination. In this case, a system error is displayed, and a sub number (4 alphabetic characters + 8 numeric characters) is additionally registered in the container information. That is, one of the container number on the side of the container and the container number on the ceiling is the main container number (an example of “main container number” in the claims of the present application), and the other is the sub container number (“subcontainer of claims of the present application”). An example of “number”.

  In step ST115, an attendant at the gate booth or the center confirms the video and container information of the damage confirmation camera 47 and inputs a ceiling damage check. In response to the check completion input, the EIR issuing unit 69 issues an EIR at the gate. Further, the management control unit 61 displays the exit on the LED display board 33.

  In step ST116, the management system 1 automatically distributes the yard carry-out registration of the imported container to the NACCS by gateway system (transmission of CYO).

  When the transporting vehicle directly transports a container from a large container transporter such as a transtainer or a gantry crane by hot delivery or the like, in step ST110, the management control unit 61 displays the number of the container transporter that should receive the container on the LED display plate 33. (Step ST110 '). In step ST111, the driver of the transport vehicle moves the transport vehicle to the number of the container transporter displayed on the LED display plate 33 and stops. The second DSRC antenna receives the ETC number from the ETC vehicle-mounted device 9 of the transport vehicle by wireless communication. The management system 1 displays the received ETC number and the container number associated with the work history on the monitor in the operator room. The operator of the large container transporter performs ON chassis work based on the container number displayed on the monitor (step ST111 '). Step ST112 and subsequent steps are the same as described above.

  With this configuration, it is easy to ensure traceability including the target container for hot delivery.

  Next, work history data stored in the work history storage unit 83 will be described with reference to FIG. FIG. 5 is a diagram illustrating a data linkage relationship in the management system 1.

  Referring to FIG. 5, in the work history, a temporary key flag (an example of “temporary flag” in the claims of the present application) that is displayed with a unique key, 0 or 1 to distinguish the presence or absence of a temporary number, a four-digit main symbol , 8 digit main number, 4 digit sub-symbol and 8 digit sub number. Further, an ETC number unique to the ETC on-board device 9 of the transport vehicle is also recorded in association with it. Furthermore, photographing data of the ceiling camera unit 37 is also associated and recorded as necessary. The unique key is a symbol assigned to each container, and is stored in the work history stored in the work history storage unit 83, the book information in the export catalog stored in the Booking information storage unit 85, and the M / F information storage unit 87. Each M / F information of the stored import catalog is associated. In FIG. 5, an inventory storage unit 88 is displayed as a combination of the booking information storage unit 85 and the M / F information storage unit 87.

  Next, the relationship between the container number change and the container work in the management system 1 will be described with reference to FIG. FIG. 6 is a diagram showing an outline of the container number entry flow in the management system 1.

  Referring to FIG. 6, when a loading container is designated by the shipping company or shipper at the time of newly registering Booking information in step ST002, if the container is a new container, the main number and the main symbol are input as the main container number. . The unique key is fixed. As the temporary flag, 1 is input as a number indicating that the container is fixed. The sub number and sub symbol are not entered. When the designated container is handled in the past and there is registration data, the past 8-digit container number and the lower 4-digit number are registered as sub-numbers and sub-symbols, respectively.

  Subsequently, even if the ON chassis operation is performed on the designated export empty container in the van pool, there is no change in the booking information. Thereafter, the cargo is loaded into an empty container at a service center or the like.

  In addition, the export containers are brought into the yard at the gate. At this time, the last four digits of the main number input from the handy terminal 31 included in the gate checkman are collated with the main symbol registered in the booking information. Further, the number photographed by the trail camera 45 is collated with the main number, main symbol, sub number, and sub symbol.

  Further, when OFF chassis work, container storage work and shift work are performed by the container transport heavy machine in the yard, the presence / absence of sub-symbols and sub-numbers and their collation are performed.

  Here, when the booking information is newly registered, if the loading container is not designated by the shipping company or the shipper, none of the main number, main symbol, sub number, and sub symbol is input. The unique key is fixed. As the temporary number flag, 0 is input as a number indicating that the container is unconfirmed.

  Subsequently, for example, when the container number is confirmed in step ST003 or ST007, the main number and the main symbol are registered. The subnumber and subsymbol remain unfilled. The confirmation of the container number may be before the yard is carried in or after the yard is carried in. When the container number is confirmed, the temporary number flag is corrected to 1.

  Before the export, the main number and the main symbol are determined and the temporary number flag is set to 1. The same unique key is used throughout the series of operations. For example, it is assumed that the container number has not been determined at the time of export, and the container number has not been determined at the time of the ON chassis operation of the container to the transport vehicle, and the container number has been determined at the time of the OFF chassis operation by the straddle carrier. At this time, the ON chassis work of the container is an example of “first work” in the claims of the present application, and the OFF chassis work is an example of “second work” in the claims of the present application.

  In addition, when the system number is displayed when the container number on the side and the container number on the ceiling are different due to reasons such as Nikoichi, the management system 1 confirms to the user that a double check has been performed by a person before registering the sub number. A double check unit may be further provided.

  In addition, the management system 1 may further include a customs check unit that automatically performs customs check when cooperation with NACCS is established.

  Furthermore, instead of the gate checkman confirming and entering the last 4 digits, it is also possible to confirm and enter any 4 digits in the container number for the purpose of quick and easy import / export operations. It is good to do.

  Further, in FIG. 6, when the designated container is handled in the past and there is registered data, the registered data may be the main number and main symbol, and the container number designated this time may be the sub number and sub symbol. .

  Furthermore, when the transporting vehicle leaves the yard nonstop after the OFF chassis, the leaving speed of the transporting vehicle may be limited to about 10 km (2.78 m / sec) per hour. Thereby, it becomes easy for a ceiling camera part to image a transportation vehicle appropriately.

  Furthermore, it is desirable that the mobile phone terminal owned by the driver is privately owned in order to identify the driver, but if the driver does not own the mobile phone terminal personally, the driver is lent exclusively to the driver from the seacon contractor. A mobile phone terminal may be used.

  Furthermore, when the transport vehicle approaches the gate, multiple checks are made on whether or not an appropriate container is loaded based on independent information from the handy terminal, the information from the ETC on-board unit, and the information from the ceiling camera unit. The order in which the management system 1 acquires each piece of information may be mutually changed.

  DESCRIPTION OF SYMBOLS 1 ... Management system, 3 ... Shipping company terminal, 5 ... Sea container company terminal, 7 ... Mobile phone terminal, 9 ... ETC vehicle-mounted device, 11 ... Transport vehicle-mounted terminal, 13 ... Gate part, 15 ... Management part, 31 ... Handy terminal, 33 ... LED display board, 35 ... DSRC antenna, 37 ... Ceiling camera part, 45 ... Camera for trail 47 ... Damage confirmation camera, 53 ... Management processing unit, 55 ... Management judgment unit, 57 ... Management storage unit, 59 ... Management communication unit, 61 ... Management control unit, 62 ... Mask part, 63 ... Unique key assigning part, 65 ... Container number rewriting part, 67 ... TP number assigning part, 71 ... Container priority order determining part, 73 ... Container allocation Determination unit, 75 ... transport vehicle determination unit, 77 ... container number determination unit, 9 ... error determination unit, 81 ... character authentication determination unit, 83 ... work history storage unit

Claims (10)

A container management system for managing marine containers used for import and export,
A management unit for managing information in the container management system;
A wireless terminal fixed to a transport vehicle for transporting the maritime container and having a unique machine body number;
A wireless antenna for receiving a wireless signal from the wireless terminal;
The said management part is a container management system which has a work history memory | storage part which associates and memorize | stores the 1st container number attached | subjected to the said sea container as said work history regarding the said sea container, and the said body specific number. A shipping agent terminal used by a shipping agent,
A seacon contractor terminal used by a seacon contractor,
A mobile phone terminal personally owned by the driver of the transport vehicle;
A management communication unit that performs communication between the shipping agent terminal, the shipping agent terminal, and the mobile phone terminal;
The wireless terminal is an ETC on-board unit having a unique ETC number,
The management communication unit
When the information and work instructions of the maritime commerce company are input from the maritime trader terminal, the work instructions are transmitted to the maritime commerce company terminal,
When information relating to the transport vehicle and the driver is input from the seacon contractor terminal in association with the work instruction, the fact that the marine contractor is entrusted is transmitted to the seafarer terminal, and the mobile phone The container management system according to claim 1, wherein the work instruction and the transportation vehicle are transmitted to a telephone terminal. A container transporter for unloading the marine container from the ship, or loading the marine container, or a transtainer;
The container transporter or the transtainer is
A monitor that displays the first container number associated with the machine specific number by the work history storage unit in an operator room;
The container management system according to claim 1, wherein the wireless antenna is provided on a leg portion. The wireless antenna is a DSRC antenna;
The wireless terminal is an ETC vehicle-mounted device,
The container management system according to claim 3, wherein the machine specific number is an ETC number. The container transporter is a gantry crane;
The container management system according to claim 3 or 4, wherein the transport vehicle is a chassis. A gate part in the vicinity of the import / export gate and communicating information with the management part;
And a determination means.
The said determination means determines whether the said 1st container number and the 2nd container number which is the container number input from the said gate part , and was displayed on the side surface of the said sea container match. The container management system according to any one of 1 to 5. The gate unit has a ceiling camera unit for photographing the transport vehicle from above,
A character reading unit that reads the third container number displayed on the image data captured on the top surface of the marine container and photographed by the ceiling camera unit;
The container management system according to claim 6, wherein the determination unit determines whether the first container number, the second container number, and the third container number match. The first container number includes a number of 7 or more digits,
The second container number is input to the gate unit as a specific four-digit number of the first container number,
The container according to claim 6 or 7, wherein the determination means determines whether or not a four-digit number corresponding to the second container number in the first container number matches the second container number. Management system. A container management method using a container management system for managing marine containers used for import / export operations,
The container management system includes:
A management unit for managing information in the container management system;
An ETC on-vehicle device having a unique ETC number fixed to a transportation vehicle for transporting the maritime container;
A DSRC antenna that receives a radio signal from the ETC on-board unit,
The management unit has a work history storage unit that associates and stores the first container number assigned to the marine container and the ETC number as a work history related to the marine container,
A container management method including a wireless transmission step in which the ETC on-board unit wirelessly transmits the ETC number to the DSRC antenna. A program for causing a computer to function as the work history storage unit according to claim 9.