KR20180042956A - A system and method for optimizing ship management - Google Patents

Abstract

The present invention relates to a system for optimizing the operation of a ship and a method thereof and, more particularly, to a system for operating at least one or more ships navigating a plurality of voyages which includes: a profit calculating unit for calculating a profit for each voyage; a cost calculating unit for calculating operation costs for operably maintaining the ship during a certain period during which one or more voyages are performed; and a navigation planning unit for deriving a navigation plan for each voyage of the ship during the certain period in consideration of the profit for each voyage and the operation costs. Accordingly, the present invention can maximize the operation efficiency of the ship.

Description

Technical Field [0001] The present invention relates to a system and method for optimizing ship operation,

The present invention relates to a system and method for optimizing the operation of a ship.

Vessels are a means of navigating the sea and carrying various cargoes. Cargo transported by ship is crude oil, minerals, liquefied gas, container, vehicle, grain, passenger etc.

Most ships use propeller propulsion. The propeller has a plurality of blades, rotates in engagement with the shaft connected to the engine, and obtains propulsive force by using the reaction of the wake generated during rotation.

An engine is provided at the stern of the ship in order to rotate the propeller. At this time, the engine consumes fuel as an internal combustion engine to generate rotational force. The fuel consumed by the engine may be various kinds such as diesel oil, liquefied gas, and the like.

In order to operate the vessel and make profits, the ship must reduce the cost of the vessel during navigation. Therefore, in the conventional case, the optimum route is calculated in such a manner that the consumption of fuel is reduced so that the ship can navigate optimally.

Specifically, in the conventional case, the route or the sailing speed (RPM) is optimally provided for the sailing schedule of one lane by using only the sailing schedule, the resistance value of the ship, or the fuel consumption amount of the engine provided in the ship as the objective function.

However, conventionally, since an optimal route is calculated for each lane, it can not be considered that the fuel cost or the like may vary from lane to lane. In other words, conventional vessel operation can be said to be an optimal operation in a short period of time (for example, a time when a lane is made), but may not be optimized for a long period of time (for example, one year).

In other words, conventionally, the navigation is optimized by optimizing the operation of the ship only for one lane, and the overall efficiency in a certain period is not taken into consideration. Therefore, there is a problem in that it limits the optimization of the ship operation. There is a problem in that it gives a complaint to the shipowner who has to pay a profit while operating it.

SUMMARY OF THE INVENTION The present invention has been made in order to solve the problems of the conventional art as described above, and it is an object of the present invention to provide a ship which navigates a plurality of lanes for a certain period, optimizes operation in consideration of variable costs, And to provide a system and method capable of maximizing the efficiency of operation.

In accordance with an embodiment of the present invention, there is provided a system for operating at least one ship for navigating a plurality of lanes, the system comprising: a profit calculator calculating an anti-discrimination profit of the ship; A cost calculation unit for calculating a running cost for keeping the ship operable for a predetermined period in which at least one lane is made; And a navigation plan unit for deriving an anti-discriminatory operation plan of the ship for the predetermined period, considering the anti-discrimination profit and the operation cost.

Specifically, the profit calculation unit can calculate the anti-discriminatory daily rate of return for one lane by dividing the flight rate in the freight rate by the number of days of lane departure.

Specifically, the operating costs include the cost of freight for cargo inspection and customs clearance, terminal processing costs for cargo movement and loading, cargo transportation costs for on-land cargo transportation, port charges such as dirty and port fees and mooring fees, And a fuel cost consumed for the operation of the ship.

Specifically, the cost calculator may calculate a running cost to maintain the ship so that the ship can be operated for the predetermined period, as the operating cost.

Specifically, the above-mentioned ratio may include a direct ratio and an indirect ratio.

Specifically, the direct line cost includes at least one of a cost of a crew paid to a crew resident in the ship, a cost of a ship used for maintenance and repair of the ship, and a depreciation for the ship, May include at least one of management fees such as expenses to be paid to an employee in charge of the navigation management of the vessel, communication fees or fees, non-operational income such as income or money, and non-operating expenses such as a payee or a foreign exchange loss .

Specifically, the cost calculation unit may calculate the daily operation cost by dividing the preliminary cost by the number of days of operation of the ship for the predetermined period.

Specifically, the profit / loss calculating unit may further include a profit / loss calculating unit for determining profit / loss based on the anti-discriminatory daily return rate and the daily operation cost.

Specifically, the operation planning unit may establish a plurality of operation plans for a plurality of lanes within the predetermined period, and derive an optimal operation plan considering the profit or loss of the plurality of operation plans for a certain period of time .

Specifically, the anti-discriminatory operation plan of the ship may include at least one of a route, a line speed, and a fuel type for a lane.

The method of optimizing the operation of a ship according to an embodiment of the present invention includes the steps of: calculating at least one profit of the ship by operating at least one ship navigating a plurality of lanes; Calculating a running cost for keeping the ship operable for a period of time during which at least one lane is made; And deriving an anti-discriminatory operation plan of the ship for the predetermined period in consideration of the anti-discrimination profit and the operation cost.

Specifically, the step of calculating the anti-discrimination profit can calculate the anti-discriminatory daily rate of return for one lane by dividing the flight rate by the number of days of lane departure in the fare calculation.

Specifically, the step of calculating the operating cost may include calculating a preliminary cost to maintain the ship for the predetermined period, dividing the preliminary cost by the number of days of operation of the ship during the predetermined period, Can be calculated.

Specifically, the method may further include determining whether profit or loss is obtained by comparing the anti-discriminatory daily return rate and the daily operation cost.

Specifically, the step of deriving the anti-discriminatory operation plan of the ship includes: establishing a plurality of operation plans for a plurality of lanes within the predetermined period; And deriving an optimal flight plan considering the profit or loss for a certain period of time among the plurality of flight plans.

The optimization system and method for operating a ship according to the present invention can optimize the operation of a ship in consideration of variables that may vary with time such as fuel cost so that the overall efficiency can be optimized at a certain period of time, It can increase the satisfaction of ship owners and shipping companies.

1 is a conceptual diagram of a ship operation optimization system according to an embodiment of the present invention.
2 is a block diagram of a ship operation optimization system according to an embodiment of the present invention.
3 is a flowchart of a method of optimizing operation of a ship according to an embodiment of the present invention.
4 is a partial flowchart of a method for optimizing operation of a ship according to an embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The objects, particular advantages and novel features of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which: FIG. It should be noted that, in the present specification, the reference numerals are added to the constituent elements of the drawings, and the same constituent elements are assigned the same number as much as possible even if they are displayed on different drawings. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail.

FIG. 1 is a conceptual diagram of a ship operation optimization system according to an embodiment of the present invention, and FIG. 2 is a block diagram of a ship operation optimization system according to an embodiment of the present invention.

1 and 2, a ship operation optimizing system 1 according to an embodiment of the present invention is a system 1 for operating a plurality of ships 2 navigating a plurality of lanes, A cost calculation unit 20, a profit and loss calculation unit 30, and a navigation plan unit 40. [

The profit calculation unit 10 calculates the anti-discrimination profit of the ship 2. A ship (2) sails a number of lanes for a certain period of time (for example, one year), where the term "lane" means a single voyage (including voyages through port of call) .

When the ship 2 is traveling on a single lane, the ship 2 may generate profit. In this case, the profit is acquired by the cargo transportation, and the profit calculation unit 10 calculates the profit of the ship 2 for each car.

However, the profit calculation unit 10 can calculate the anti-discriminatory daily return (C / B) by dividing the limit of the operation cost in the freight revenue for one lane by the number of days of the lane operation. This is expressed by the following equation (1).

The operating expenses include cargo-related expenses and navigation-related expenses. Cargo-related expenses include cargo expenses for cargo inspection and customs clearance, terminal handling costs for cargo movement and loading, cargo transportation costs for cargo transportation on land Etc., and the sailing-related costs include port fees such as ferry fees, port fees and mooring fees, and fuel costs consumed for the operation of the vessel (2).

Among freight related costs, freight costs are divided into two categories: Container Freight Station (CFS) cost, measurement / metering, inspection, cargo inspection, customs inspection, documents, unpacked / over / over / Cargo costs (pre-delivery inspection, pre-cooling, monitoring, storage). Terminal Handling Charges (THS) can also be used for loading / unloading / acquisition / delivery (cargo movement in a chassis or a ship 2), cargo movement (cell, cargo terminal, reloading) , Harbor unloading service labor costs, equipment waiting rates, and overtime overtime work. In addition, cargo transportation costs can be rail fare, rail lamp costs, inland warehouse costs, inland transportation, local transportation costs, port shuttles, branch costs, and so on. In addition to the above, cargo-related costs can also include a one-way short-term lease, which means the cost for a container, chassis, trailer, etc.

Port fees include dock fees, preliminary fees, dock fees, dock fees, port / port / volume tonnage / light / buoy / dock fees, mooring fees, customs / quarantine fees, expenses / agency / canal fees Etc., and the fuel cost means the cost of bunker and marine diesel oil.

Of course, it is to be noted that the present invention does not limit the details of the operating ratio. In other words, the operating cost means all the expenses that the ship 2 consumes in the course of operating one lane.

The anti-discriminatory daily rate of return calculated by the profit calculator 10 is the daily rate of return for a period during which the flight is performed. That is, the anti-discrimination income calculated by the profit calculating section 10 is based on the freight revenue, and can be calculated only for the period during which the ship 2 is sailing.

The number of days of operation that the profit calculation unit 10 uses to calculate the anti-discriminatory daily return rate may mean the navigation period from the departure point to the destination 3. However, if the operation fee includes terminal processing costs, The length of time the cargo is loaded before departure may also be included in the number of days of operation.

The anti-discrimination profit calculated by the profit calculation unit 10 can be used to derive the anti-discriminatory operation plan of the ship 2. However, since the present invention considers the anti-discrimination profit reflecting the variable cost which changes with time, it is possible to efficiently operate the ship 2 from the viewpoint of a certain period of time, unlike the conventional method which only reduces the fuel cost consumed for each car.

Further, the present invention, as will be described below, takes into account the ratio of the ship to be consumed in order to keep the ship 2 movable, so that it is possible to derive an optimal flight plan.

The cost calculation unit 20 calculates a running cost for keeping the ship 2 operable for a certain period of time. The predetermined period may be, for example, one year, and may be a period in which at least one ship is made to one ship 2.

The cost calculator 20 can calculate the operating cost of the boat 2 consumed to keep the ship 2 operable for a certain period of time. In this case, the seed cost includes direct seed cost and indirect seed cost.

The direct cost includes at least one of the cost of the crew paid to the crew resident in the vessel 2, the cost of the vessel used for the maintenance of the vessel 2, and the depreciation of the vessel 2. In addition, the indirect cost of shipments is the sum of the expenses paid to the staff responsible for the operations of the vessel (2), administrative expenses such as telecommunication fees or fees, non-operational income such as income or money, Quot;

Specifically, direct source costs include wage, overtime, pension, injury / illness insurance, repatriation / repatriation, food, and cabin goods. Ship costs include store / spare parts, lubricant, maintenance / , Communication costs, etc. Depreciation is for vessels (2), containers, chassis, trailers and other container related equipment, terminal property and equipment.

In addition, the administrative expenses in the indirect costs are expenses such as ship workers, compensation for supervisors, wages of employees, welfare benefits, rental expenses, office expenses, communication expenses, dues and subscription fees, travel expenses, advertising expenses, entertainment expenses, Income from dividends, non-transportation activities, foreign exchange income, and affiliate profits, while non-operating expenses represent interest payments, foreign exchange losses, donations, and handouts.

Of course, as mentioned in the operating ratio, the line cost in the present invention is not limited to the above items. Direct costs may include repair, supply, lubricant, and insurance costs. Indirect costs may include vessel stapler tax and interest rates. In other words, it is to be noted that the ship cost as well as the operating cost are meant to cover all the expenses required to keep the ship (2) ready.

The cost calculation unit 20 can calculate the daily operation cost H / B by dividing the preliminary cost by the number of days of operation of the ship 2 for a certain period of time. This can be expressed by the following equation.

The daily operation cost calculated by the cost calculation unit 20 means a cost consumed per day while the ship 2 is navigating. In other words, daily operation cost is calculated considering the period of sailing within a certain period, so it can be compared with the daily yield calculated for the sailing period.

That is, the cost (daily operation cost) calculated by the cost calculation unit 20 and the profit calculated by the profit calculation unit 10 (anti-discrimination daily return) are values based on one day, It is possible to judge whether or not profit or loss is obtained through this, and using this contrast, the present invention can derive an optimal flight plan.

The profit and loss calculating unit 30 determines whether profit or loss is obtained by comparing the anti-discrimination profit and the operation cost. However, since the anti-discrimination profit is calculated for one lane and the operation cost is calculated for a certain period during which two or more lanes are made, for the sake of precise contrast, the profit and loss calculation unit 30 calculates the anti- . Since the daily differential rate of return and the daily rate of operation are based on 1 day, accurate comparison is possible.

The profit and loss calculating section 30 can judge whether profit occurs or loss occurs when the ship 2 is operated on the basis of one day or the like. At this time, the profit / loss determination by the profit and loss calculation unit 30 can be repeatedly performed.

The fuel cost used for the calculation by the profit calculation unit 10 and the management cost used for the calculation by the cost calculation unit 20 are values that can change over time. Therefore, the calculation and the like of the profit calculation unit 10 should be repeatedly performed in accordance with the change of time.

Therefore, the profit and loss decision by the profit and loss calculation unit 30 can be made in a period of time such that the profit and loss can be repeatedly performed or the time change can be included so as to accurately determine the profit and loss in consideration of the changing fuel cost. These profit and loss judgments can be used for flight planning.

The navigation planning unit 40 derives an anti-discrimination operation plan of the ship 2 for a certain period in which a plurality of lanes are made, taking anti-discrimination profit and operation cost into consideration. The navigation plan unit 40 can derive an optimal flight plan considering the anti-discriminatory daily return rate calculated by the profit calculation unit 10 and the daily operation cost calculated by the cost calculation unit 20. [

The navigation plan unit 40 can establish a plurality of navigation plans for each of a plurality of lanes within a predetermined period and then derive an optimal navigation plan considering the profit or loss for a certain period among the plurality of navigation plans.

At this time, the anti-discriminatory flight plan derived by the flight plan and the flight plan unit established by the flight plan unit may include the route, line speed, and fuel type for the lane.

In this regard, referring to FIG. 1, A to D in FIG. 1 indicate different navigation plans such as route and line speed. (RPM), so that the fuel cost is advantageous in terms of fuel economy regardless of the tendency of the fuel cost to change with time, since the conventional plan considers only how much the cost is saved for one lane, At the time of calculation, we plan to slow down as much as possible while adjusting to the RTA (Required Time of Arrival).

Therefore, conventionally, the operation plan is limited to each lane, so even if the fuel cost is low, it is inevitable to establish the operation plan that lowers the line speed. That is, in the conventional case, D and B with low line speed are selected in two lanes.

In this case, even though it can be said that the cost reduction is achieved for one lane, the efficiency of the management side may be deteriorated when it is viewed from the viewpoint of the period in which several lanes are made.

However, in the case of the present invention, it is considered that the operation cost considering the preliminary cost for a certain period is considered together with the anti-discrimination revenues, and the operation expenses corresponding to the variable costs, Considering that the bar and fuel cost fluctuate, B, which increases the line speed, may be selected in the first fuel car with low fuel cost, and B, which is lowered in the second fuel car with the high fuel cost, may be selected.

In this case, if the navigation system is operated in accordance with the increase B in the first navigation, the navigation time may be reduced, which may lead to an increase in the number of the ports in a certain period. That is, even though the present invention adopts a flight plan that consumes more fuel costs, it can make a huge profit through an increase in the number of ports when viewed from a certain period of time during which a number of lanes are made.

Therefore, according to the present invention, the operation plan of the ship 2 is established considering the profit and the cost for a certain period of time. For example, when the fuel cost is low, It is possible to operate efficiently from a macroscopic point of view, for example, by lowering the speed and reducing the cost.

This is because the present invention calculates anti-discrimination revenues in consideration of the operating expenses such as freight costs and terminal processing costs corresponding to the variable costs, and also calculates the anti-discrimination revenues in consideration of the management expenses corresponding to the fixed expenses, , And then calculates the best flight plan among the multiple flight plans by considering anti-discrimination profit and operation cost together.

Of course, the anti-discrimination profit and / or the operation cost can be calculated for each different operation plan established by the flight planning unit 40, but unlike the anti-discrimination profit, the operation cost is large There may be no difference.

In other words, the navigation plan unit 40 comprehensively examines the anti-discrimination profit and the operation cost from a certain period of time, establishes a plurality of navigation plans for a number of lanes that should be performed within a predetermined period, It is possible to calculate the optimal flight plan for many of my livestock.

FIG. 3 is a flow chart of a method of optimizing operation of a ship according to an embodiment of the present invention, and FIG. 4 is a partial flowchart of a method of optimizing operation of a ship according to an embodiment of the present invention.

3 and 4, a method of optimizing operation of a ship according to an embodiment of the present invention is a method of operating at least one ship 2 navigating a plurality of lanes, A step S20 of calculating a running cost for keeping the ship 2 operable for a certain period of time, a step S30 of determining whether profit or loss is profitable, And deriving an anti-discriminatory operation plan of the ship 2 for a predetermined period of time in consideration of the cost (S40).

In step S10, the anti-discrimination profit of the ship 2 is calculated. The calculation of anti-discrimination revenues may include a calculation that subtracts the operating cost corresponding to the variable cost. Therefore, the anti-discrimination profit can be considered the fuel cost which fluctuates according to a certain period.

Anti-discrimination profit is calculated for each lane. When the future plan is derived, the anti-discrimination profit is integrated for a certain period, and it is possible to derive the optimal flight plan for a number of lanes within a certain period.

The step of calculating the anti-discrimination profit can calculate the anti-discriminatory daily rate of return for one lane by dividing the flight rate by the number of days of lane departure. In this case, anti-discriminatory daily returns can be used for profit and loss judgment and flight planning.

The detailed contents of the anti-discrimination profit are as described in the profit calculation section 10, and a detailed description thereof will be omitted.

In step S20, a running cost for keeping the ship 2 operable for a predetermined period is calculated. The operating cost is an index that can be used to show the ship cost to maintain the ship 2 in a movable state.

The step of calculating the operation cost includes calculating a preliminary cost for keeping the ship 2 operable for a predetermined period of time and calculating the daily cost by dividing the preliminary cost by the number of days of operation of the ship 2 for a certain period of time . In this case, the daily operation cost can be judged on the profit / loss ratio in comparison with the anti-discriminatory daily return rate.

Details of the calculation of the operation cost are the same as those described in the cost calculation unit 20, and a detailed description thereof will be omitted.

In step S30, it is determined whether or not the profit or loss is obtained. The profit / loss decision is made by comparing the profit and the cost. Specifically, the profit / loss ratio can be grasped by comparing the daily return rate with the daily operation cost.

The judgment of profit and loss can be made on a daily basis, on a lane-by-lane basis, and can also be carried out by a certain period. The determination of profit and loss can be used for a certain period of time to derive a flight plan.

Details of the determination of profit / loss are as described previously in the judgment section of profit and loss, so a detailed explanation is omitted.

In step S40, the anti-discriminatory operation plan of the ship 2 for a predetermined period is derived in consideration of the anti-discrimination profit and the operation cost. A plurality of operational plans can be established for each lane, and if viewed from a certain period of time, a plurality of operational plans can be established for each of a plurality of lanes.

At this time, in step S40, an optimal flight plan can be calculated by combining a plurality of flight plans established within a certain period. Referring to FIG. 4, step S40 includes steps S41 for establishing a plurality of flight plans for a plurality of lanes within a predetermined period of time, step S41 for setting a plurality of flight plans, (Step S42).

In step S41, a plurality of flight plans are established for a plurality of lanes within a predetermined period. A number of lanes can be made during a certain period. For each lane, a plurality of flight plans with different routes or routes can be established.

In the conventional case, only an optimal flight plan is determined within a plurality of flight plans that can be established for each lane. However, the present invention extends the range to a certain period in which a plurality of lanes can be made, It is possible to synthesize all of the plurality of flight plans established for each of the lanes and derive the optimal flight plan based on the judgment of the profit and loss.

In step S42, an optimal flight plan considering the profit or loss for a certain period of time among a plurality of flight plans is derived. As described above, according to the present invention, when deriving an optimal flight plan from among a plurality of flight plans unlike the prior art, it is possible to consider whether a profit or loss for a certain period of time is taken into account, rather than considering one anti-

Therefore, the present invention can provide the best profit for a certain period of time, thus providing a method of operating a ship (2) that maximizes the satisfaction of the shipowner or shipping company.

Further, the content of the navigation plan can be supplemented / supplemented with the description of the navigation plan unit 40 in advance.

As described above, the present invention establishes a highly efficient management strategy for a shipowner or a shipping company operating a ship (2) operating several lanes, and in particular, can provide high profit to shipowners having a plurality of ships (2) have.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the same is by way of illustration and example only and is not to be construed as limiting the present invention. It is obvious that the modification and the modification are possible.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

1: Optimization of operation of ship 2: Ship
3: Destination 10: Revenue calculation department
20: Cost calculation unit 30: Profit calculation unit
40: Operation Planning Department

Claims (15)

A system for operating at least one ship navigating a plurality of lanes,
A profit calculation unit for calculating the anti-discrimination profit of the ship;
A cost calculation unit for calculating a running cost for keeping the ship operable for a predetermined period in which at least one lane is made; And
And a navigation plan unit for deriving an anti-discrimination operation plan of the ship for the predetermined period in consideration of the anti-discrimination profit and the operation cost. The system according to claim 1,
The system for optimizing the operation of a ship, characterized in that, for a single lane, the limit of the operation cost in the freight revenue is divided by the number of days of lane operation, and the anti-discriminatory daily return rate is calculated. 3. The method according to claim 2,
Cargo costs for cargo inspection and customs clearance, terminal handling costs for cargo movement and loading, cargo transportation costs for cargo transportation on land, port costs such as dump and port fees and mooring costs, The fuel cost of the ship is at least one of the following: 3. The apparatus according to claim 2,
Wherein the operation cost is calculated as a running cost to maintain the ship in a navigable manner for the predetermined period. 5. The method of claim 4,
Wherein said direct optimization includes direct and indirect selection. 6. The method of claim 5,
The direct-
At least one of a crew cost paid to a crew resident in the vessel, a cost of a vessel used for maintenance and repair of the vessel, and depreciation for the vessel,
The indirect-
A management fee such as a communication fee or a commission paid to an employee responsible for the operation management of the ship, a non-operational income such as an income or a currency gain, and a non-operational expenditure such as a payment interest or a foreign exchange loss The ship's operational optimization system. 5. The method according to claim 4,
Wherein the operation cost is calculated by dividing the preliminary cost by the number of days of operation of the ship during the predetermined period. 8. The method of claim 7,
Further comprising a profit and loss calculation unit for determining whether profit or loss is obtained in comparison with the anti-discriminatory daily return rate and the daily operation cost. The navigation system according to claim 8,
A plurality of flight plans are established for each of a plurality of lanes within the predetermined time period and an optimal flight plan considering the profit or loss for a certain period of time among the plurality of flight plans is derived. The navigation system according to claim 1, wherein the anti-
Wherein the navigation system includes at least one of a route, a line speed, and a fuel type for a ship. A method of operating at least one ship navigating a plurality of lanes,
Calculating an anti-discrimination profit of the ship;
Calculating a running cost for keeping the ship operable for a period of time during which at least one lane is made; And
And deriving an anti-discriminatory operation plan of the ship for the predetermined period in consideration of the anti-discrimination profit and the operation cost. 12. The method of claim 11, wherein calculating the anti-
And calculating the anti-discriminatory daily return rate by dividing the flight rate by the number of days of lane departure, for a single lane. 13. The method of claim 12, wherein calculating the operating cost comprises:
Wherein the operating cost is calculated by calculating a preliminary cost to keep the ship operable for the predetermined period and dividing the preliminary cost by the number of days of operation of the ship for the predetermined period. 14. The method of claim 13,
Further comprising the step of determining whether profit or loss exists in relation to the anti-discriminatory daily return rate and the daily operation cost. 15. The method of claim 14, wherein deriving the anti-
Establishing a plurality of operation plans for each of a plurality of lanes within the predetermined time period; And
And deriving an optimal operation plan considering the profit or loss for a predetermined period of time among the plurality of operation plans.

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