Tunisian Republic

Ministry of Higher Education

of Scientific Research, Information Technologies

and Communication

University of Sousse

Higher Institute of Transportation and Logistics of Sousse

MEMORY
Produced by: AYMEN YOUNSI

TOWARDS A BETTER GOODS HANDLING OF THE GENMAR COMPANY

TO OBTAIN THE TECHNOLOGY DEGREE IN TRANSPORT AND

FROM LOGISTICS

Sustained on ../../20.. before the Jury composed of

Mr. ................................... President

M.…………………………………………... Supervisor

Mr.…………………………………………... Examiner

The thesis was prepared within (the Lab or the Company or….)
 Résumé

In this report, we talked about maritime transport, how it presents the

spine of international trade and how we can have
a better routing of goods by trailers.
We have summarized this graduation project into four main chapters:
In chapter 1: maritime transport, the types of
transport, more specifically intermodal transport and the units
intermodal transport.
In chapter 2: we talked about the experience
international trailer traffic.
In chapter 3: we presented the company, its
services as well as the different tasks performed during the
stage.
In Chapter 4, we will try to describe the
import and export procedures with GENMAR in order to
list the various damages that can occur to the units
of transport.
 Thank you

I would like to sincerely thank everyone who helped me accomplish this work.

In particular to Mrs. Houda Abdennaji

Who through his skills, his critiques, his suggestions and above all his qualities

Humanities guided me in the development of this work.

My thanks also go to Mr.

With whom I found encouraging listening, availability and a

Precious benevolence.

Also to the teachers of ISTLS who contributed to the enrichment of

My knowledge and my training.

To the entire team of the maritime company GENMAR

Thank you for giving me the privilege of benefiting, during the internship months, from your

High experience and professionalism that have always aroused

My administration and to which I owe a large part of my knowledge.

And to the jury members for the honor they have granted us

To evaluate this research, which they find here

The expression of my deep gratitude.

.
 Dedication
To my dear parents Ammar Adel and Gdara Maha who have waited so long for this day.

To whom do I owe what I am and what I will be

I hope I have been worthy of your trust.

For your love, your dedication, and all your sacrifices made.

May this work be a modest expression of my love and gratitude.

May God, the Almighty, keep you and grant you good health so that I may

My turn will fulfill you.

To all those I love, to all those who love me

I dedicate this work to you as a testament of my great respect and my devotion.

May God always keep us united, happy, and sincere.

 Summary
Summary ……………………………………………………………………..

Thank you …………………………………………………………………….

Dedication
……………………………………………………………………………...

Summary …………………………………………………………………….

General introduction …………………………………………………………………….

Chapter I: Transport of goods by sea………………

Section1: The maritime transport of goods...

Section 2: Intermodal transport units

Chapter II: The international experience

Section 1: The traffic of trailers

Section 2: Towards a safer and more efficient European maritime transport industry
competitive

Chapter III: Presentation of the company Genmar........................

Section1 : Environnement interne ……………………………………...................................

Section2: External environment

Chapter IV: Analysis of the traffic of trailers of the company GENMAR ...

Section 1: The damages that affect the transport of goods by the

trailers

Section 2: Proposal and Recommendation

Section 1: Internal Analysis

Section 2: External Analysis

General Conclusion ……………………………………………………………

bibliography ………………………………………………………………

GENERAL INTRODUCTION

Nowadays, exchanges in the world are largely dominated by the

liberalization and opening up through globalization. Trade flows affect everyone
the areas of global economic activity. The need to transport the
goods from one country to another as well as people, gives a predominant place
in the transport sector.

Maritime transport is one of the pillars of international trade.

measure where it is a service provided by a group of stakeholders concerned with the operation
and the management of both ships and ports to meet a certain need for
transport of goods and people. Therefore, the services produced are defined at
the time through the physical and technical characteristics of the exploitation of infrastructures
port facilities, through the commissioning of navigation equipment and by using services
annexes necessary for the completion of a transport operation. These different
components of the offer located upstream (infrastructures) and downstream (maritime services)
provide different and complementary services and exert an influence
reciprocal. Each component thus constitutes a separate market having its own
specificities and its own modes of operation, the effectiveness of which depends on the degree
of interconnection that links with the supply system.

Maritime companies are thus one of the players in transportation.

maritime, and are evolving in an increasingly competitive environment. More than two
Companies are merging, which allows them to face competition better. On this basis, several
Strategic groups are identified within the same sector having a comparable strategy.

In this context, the company GENMAR is a shipping agency based in

on the Tunisian market in the field of maritime transport. It is always seeking to
maximize its turnover, to be more competitive and satisfy its customers while
ensuring the overall quality of its services.

Within this agency, I completed my end-of-study internship during the period

20/06/2018 to 20/08/2018.
 More specifically, this internship was an opportunity for me to understand the
The functioning of maritime transport in the development of trade exchanges.

Genmar uses combined sea-road transport with tarpaulin-covered trailers.

between Tunisia and all of Europe.
During my internship, I noticed that the company is facing several
problems, the most important of which is the one related to the risks associated with semi-trailers that

incurs a significant loss in money.

In this context, we asked ourselves the following question:

What are the risks associated with semi-trailers and what are the measures?
necessary corrections to reduce risks?
Chapter 1: The
transport of
goods by way
maritime
 Introduction :

Transport refers to the movement of objects, goods, or individuals.

(humans or animals) from one place to another. These modes of transport include
aviation, rail transport, road transport, and maritime transport. In this
chapter we talked about maritime transport and its stakeholders and of
intermodal transport and its units.

Section 1: maritime transport of goods

I- DEFINITION OF MARITIME TRANSPORT
Maritime transport is the most important means of transportation for shipping.
goods in the world. Maritime transport has experienced a boom
considerable in recent years, following the explosion of globalization
commerce.

It is defined as a service made available to meet a

certain need for the transport of goods and people, by a set
of actors involved in the exploitation and management of both ships and
ports.

These services produced having physical and technical characteristics of

the exploitation of port infrastructures by:

the commissioning of navigation equipment

the use of ancillary services necessary for the completion of a transportation operation.

1) The development of maritime transport

Maritime transport has developed due to an increase in trade.

global. There is a rapid growth of maritime trade, which
leads to a strong development of shipping companies and ports. This sector,
quite vast, mainly develops in developing countries.

In early 2007, the global fleet surpassed 1 billion for the first time.
of tons deadweight to reach 1.04 billion tons deadweight.
 With 50,000 ships sailing around the world in 2012, transport
maritime remains one of the most important means of transport, in terms of
capacity.

In 2012, global maritime transport represented a market of 1,500

billions of euros. Despite a slowdown due to the economic crisis, this market
should continue to grow to reach 2 trillion euros in 2020.

This mode of transport covers most of the raw [Link]

petroleum productscoal, iron ore, cereals, bauxite, alumina, phosphates,
etc.).

In addition to bulk transportation, it also covers the transportation of products.

pre-packaged products that come in the form of: boxes,
boxes, pallets, drums, what is commonly referred to as miscellaneous goods or
diverse

The importance of maritime transport in the development of the national economy

Maritime transport is one of the key components of the economy.

national. Indeed, over 90% of products are imported and exported by means of
maritime.

According to Mr. Hichem Dammak, a doctor in maritime law and

transport (in 2005) the increase in trade exchanges of Tunisia to
Through the commercial seaports are estimated at 27.6 million tons.
for the year 2003 against 28.1 million tons in 2002.

3)THETYPEDOFMARITIMETRANSPORTSHIPSFORGOODS

Container ship:
this type of ship primarily transports containers. It is characterized by its
power, its speed and productivity as well as it has its own means of
handling, which allows them to unload containers in ports that are not equipped. Their
size is assessed by the number of containers they can dock.

FIGURE1: CONTAINER SHIP4

Multipurpose ships: This type of

ships transport containers and
goods in packaging
conventional, bags and box.

FIGURE2: MULTIPURPOSE VESSEL

NAVIRERO-RO: THE NAVIRES DÉ PERMITTED THE

ROLL ON - ROLL OFF MAINTENANCE OF APPLIED APPEARANCE

T R A N S P O RTA N T ALL R EA D TYPÉS DÉ

ESSENTIALLY WEIGHT M E RC H A N D I S E D SEMI-

HEAVY AND SEMI-TRAILERS. TO W E D CARPOOLING ET

THEY PRESENT THE ADVANTAGE WAG O N S ) .

 FIGURE3: NAVIRERO-RO

Ro-Pax Ships: The Ro-Pax ships

can carry vehicles
(cars and semi-trailers) and some
passengers.

FIGURE 4: NAVIRERO-PAX
 Ro-Ro or ConRo ships: Ro-Ro or ConRo ships can carry both:
Semi-trailers by horizontal transfer
Vertical transshipment containers.

FIGURE1:NAVIRERO-LO OUCONRO

II-THEACTORSOFMARITIMETRANSPORT
The shipowner
Is it the operating owner of the ship or just a regular owner?freighterthat is to say

charterer of a ship. Its role is to transport goods from one point to

another by the sea, in time and in good condition. To keep afloat its
company, he is in contact with many other stakeholders such as the
case of freight forwarders, handlers, marine insurers and
towing companies.
The shipping agent
He is the representative of the shipowner: he handles the administrative formalities.
and takes care of all the needs of a ship before its arrival and during its
stay in port (tugs, pilot, repairs, relations with
the maritime administration), the needs of the crew (relief, visit
medical) and cargo management. The regulations require the
ships to have a designated agent on site.

The freight forwarder

It is a legal entity of private law whose purpose is to formalize others.

the transit of goods from one customs territory to another. It is a representative
or a commissioner who acts as an intermediary between the shipper
 Importer or exporter and the consignee of the ship in maritime transport of
merchandise.

The handler

The activity of the handler consists of:

Reserve the merchandise.

2. to load and unload goods, ship holds at the dock, by using
of a
3. labor called dockers and increasingly modern equipment.
4. Keep and preserve the goods until their disembarkation or embarkation.

La Société Tunisienne d'Acconage et de Manutention STAM est la seule société de

Handling in Tunisia is a public limited company established on February 16, 1961, with a capital
27,665,550 Dinars.

The STAM exists in the form of agencies in all commercial maritime ports in
Tunisia.

5) The customs

Customs plays an essential role in global trade operations.

Indeed

controls the goods that transit through the port and keeps statistics on the
foreign trade.

She checks the declarations and the collection of rights and taxes on the
goods, so that a product cannot enter or leave Tunisia
without being cleared. The company that clears its goods must establish a
customs declaration using the Single Administrative Document. This document is about
of a mandatory form, containing information about the importer and
the exporter, the origin and nature of the goods, the quantity, the incoterm, and also
on the transport used and on the loading and unloading locations.

6) The carrier
 The carrier is responsible for the transportation of goods by sea from a place.
to the other, whether he is the owner or non-owner (charterer) of the ship. We distinguish
three types of chartering:

Voyage chartering: it involves the leasing of a ship to transport the

merchandise from one point to another.
Time charter: this refers to the rental of the ship
with the crew, where the charterer does not take
in charge of commercial management, while the conduct and technical questions of
ship
are covered by the charterer.
Bareboat chartering: in this type of chartering, the charterer takes charge of management.
commercial and technical of the ship.

Section 2: Intermodal transport units

I - Intermodal transport

Intermodal transport is defined as 'the carriage of goods'

using two or more modes of transport but within the same loading unit or
in the same road vehicle, and without stuffing or stripping off," that is to say, without
to unload the goods from a first container (for example, a container)
to recharge them in another.

II - Intermodal transport units

Intermodal transport units (UTI) are transport equipment designed

to facilitate handling when switching from one mode of transport to another. This
the transport technique is called 'combined transport'.

The UTI are containers, whose external dimensions comply

to European road standards, particularly their width (from 2.44 m to 2.60 m) and
their length (from 3.05 m to 13.80 m).

The types of UTI are mainly differentiated by the height of their faces.
lateral (from 2.15 m to 3.14 m). They are without or with a road bogie, equipped or not
 specific handling and securing devices. Their handling methods
can be vertical or horizontal. They are classified into different types:

marine containers
mobile containers
handling pallets
the road semi-trailers

the containers :
Since the mid-1960s, a new maritime transport market has emerged.
developed: that of maritime containers. Of a standardized format: 20 or 40 feet, these
boxes have experienced a rapid boom, revolutionizing both the mode of transport but
also the entire logistics chain from the supplier to the end customer. Transport
road, rail, or even air transport are not suitable for making these boxes a unit of
intermodal transport. Once the goods are loaded into the container, they no longer undergo any other
handling until its final recipient. It thereby allows for a reduction in times ofrupture
of chargeand transshipment. Its specific adaptations facilitate the operations of 'placement
in a container" goods (= packing) and unpacking (= unloading)..

Figure 6: Un
container

a) Les advantages of the

A standardized transport product:

The container can be handled anywhere in the world because its dimensions are standardized.
according to ISO standards.

Flexibility of use
 Productivity
Economies of scale
Storage condition
global standardization;

• solid and stackable, therefore very suitable for maritime and river transport;

Rapid handling;

• securing goods (protection against theft, shocks, the environment);

• dimensions adapted to maritime and rail standards;
average lifespan 10 to 15 years.

b) The Disadvantages of Containerization:

- costly investment and maintenance (however cheaper than a semi-trailer or a mobile box);
Its dimensions (ISO) do not allow for an optimized carrying capacity for European pallets.

mobile cash registers

A mobile box is aintermodal transport unitgenerally used (UTI)

intransportland (rail-route). It can be transferred from avehicleto another
(truckorwagon) like acontainer, but unlike the latter, she is not
designed to be stacked in multiple tiers, nor to be grasped from the top.

Figure 7: A mobile box

a) Advantage of mobile cash registers:

dimension (series A) which is that of a low thickness semi-trailer box, the width
an interior of 2.44 m allows for loading two Euro pallets side by side, which is a 25% gain compared to
to the 40 container
3) The handling pallets:
The handling pallet is an accessory designed to streamline thehandling, storage
and thefreight transportThe relevant idea of innovation was to standardize the mode

from the bottom load transfer by making a minimal elevation of a rigid element
plate. This innovation is closely related to the fieldhandling equipment(par
example theforkliftsThe first level of this profession is that of a forklift operator.
palettes are very common in thepackaging, cargo transport and storage.

Figure 8: a handling pallet

4) Trailers:

A trailer is avehicle(generally devoid ofengine) that onesplintà

another vehicle, saidtractorto move it1A semi-trailer is
onetrailerroad intended for thetransport ofgoodswhose particularity is
to rely on one or moreaxles, at the rear, and on the vehicletractorat the front
through a platform calledpedestal, so that the tractor supports
a significant part of the weight of the trailer and its load.

Figure 9: A semi-trailer

a) Advantages of tarpaulin semi-trailers:

 Tarpaulin semi-trailers offer several advantages such as the following:

With the sliding tarpaulin, partial discharges by cart, from the side, do not represent
none
problem. As well as flexibility to handle the containers with the tailgate
loading,
even when there is no platform.
After retracting the tarp, the loading area is accessible to the cart from the side.
the bodywork concept avoids downtime and cost risks by
damage to the posts, frequent when loading the semitrailers not
accompanied

b) The risks damaging the trailers:

One must imagine the damages that could be caused by a semi-

overloaded trailer weighing more than 35,000 kg. This may involve property damage to
the equipment itself, whose repairs are becoming increasingly expensive given
the increasing addition of technological options to modern vehicles, or to
transported goods. The most frequent damages are therefore as follows:

The unexpected departure:

The driver is moving his truck during loading because he thinks that
this one is finished. It occurs when the trailer is removed from the dock before the end of
transshipment due to poor signage, communication
insufficient, due to a deficient work organization.

The gradual progress:

The truck moves slowly during the loading due to the force.
inertia of the cart. A phenomenon that can be accentuated by the suspensions
tires of trailers. Skidding also occurs when the cart
elevator brakes sharply inside the trailer during transshipment,
which can lead to the collapse of the lip of the leveling bridge. A vehicle advance
even weak can cause men to fall from the dock, the carts of
handling and the products.
 The tipping of the trailer:

The trailer dips when there is too much weight at the front.
the trailer. It also occurs when the trailer tips over on its side while it
resting on its two stands (not hitched to a truck).

Forklift falls:

Even when there are no trucks at the loading dock, the dock is
dangerous. For example, it happens that forklift operators want to back up on a loading dock
unused when maneuvering on the dock. It only takes a poor assessment of
distances, from a late braking for the cart to fall off the platform. A leveling bridge that
staying in a low position is also a source of risk as it creates a break in the plane of
quay.

Conclusion:
In this chapter, we presented maritime transportation, which constitutes the mode of transport
the most important and used in commercial exchanges accompanied by a precise study
on types of transport, in order to emphasize intermodal transport. Nowadays,
The evolution of trade exchanges in the world leads to congestion problems.
trailers in ports. So, what are the risks and malfunctions related to the
semi-trailer? This is what we will study in the fourth chapter.
Chapter 2: The International Experience
of trailer traffic

INTRODUCTION :

Competition between ports can only be understood with the concept of the global logistics chain. The players,
shipowners, port service companies and/or shippers, vertical or horizontal integrations, have in
management of global supply chains. However, these chains depend on three competitiveness factors.
mentioned: geographical location and nautical qualities, port services, infrastructure (cost and reliability)
operational) and hinterland (existence of a market and land service).

Section 1 : Le trafic des remorques

I- Case of France:
Maritime transport of goods is today the main mode of transport used.
for the intercontinental transit of goods. 90% of the goods transported in the
Indeed, the world is connected by maritime routes. Maritime transport is also the least
energy consumer (twice less than rail transport and up to ten times
less than the hauler). Under the influence of an increasingly advanced globalization of exchanges,
The flow of goods has continued to grow.

Major seaports have an advantageous geographical position: the

facades Channel - North Sea, Atlantic and Mediterranean offer very good conditions
navigation access to their infrastructure. Regarding the tonnage transported in France, we were able to
observed in 2010, after a decline in 2009, a gradual recovery of tonnage per kilometer.
This slight recovery can be attributed to the transport market through trailers.
the trailer transport market has continued to grow over the past ten years,
notably in the Europe area, under the influence of the ports of the Northern Range. The strong
The growth in transport volumes has first created pressure on infrastructure.
marine ports and then on land infrastructures. The ports and the operators of
maritime terminals have realized that their competitiveness depends on their performance
not only on the maritime quay but also in the hinterland. These observations have led to
highlight new challenges regarding the need to improve land transport services
ports, notably through alternative modes to road (rail, river) and a
better integration between seaports and inland ports. These objectives are included
today among the priority actions of the main French commercial ports.
port reform initiated by the State in 2008 and transforming the main French ports into
the grand maritime port aims to instill a new dynamic intended to strengthen the influence of
main French ports compared to other European ports (notably Rotterdam, Antwerp,
Hamburg) and foreigners (notably Tangier) who have equipped themselves over the years with infrastructures
increasingly efficient ports. It particularly aims to strengthen the role
of the port authorities' developer in order to enable them to respond more effectively to
expectations of their users. The reform is also based on an investment program
exceptional amount of 2.5 billion euros expected for the period 2009-2013. This
the new dynamic is also driven by Europe and local authorities,
notably through State/Region project contracts
II- DUBALTIQUE CASE:
7% growth in traffic. For the first nine months of the year, the traffic recorded in the ports of Russia and
The Baltic states have increased significantly. It has indeed risen from 239.3 Mt to 255.9 Mt, a 7% increase.
are the freight transported by the trailers that are the cause of this increase. The strong growth of
traffic related to the commissioning of new installations, port infrastructure, system of
maintenance and safety.

III-Cas de Rotterdam :

Rotterdam is the top port for its infrastructure. For the second consecutive year, the
The Dutch maritime port ranks first on the global podium for modernity
of its infrastructure, according to the ranking awarded by the World Economic Forum.

VI – Investments and improvements in the Mediterranean ports

Three Mediterranean ports, two in Europe and one in North Africa, will be presented here.
The port of Piraeus and the port of Marseille have been operating for a long time; that of Tanger-Med...
Morocco has only been operational since 2007. The port of Piraeus is the largest.
Eastern Mediterranean port and primarily deals with cargo transported by the
semi-trailers. The port of Marseille, the most important in Western Europe, specializes
in bulk and crude oil. Tanger-Med is the largest port in North Africa and is expected to
reach its maximum capacity in the coming years. The connectivity index of
Regular maritime transport The access of countries to different global markets depends
broadening the connectivity of their transport networks, particularly services of
regular transport for the import and export of manufactured products. The index of
The connectivity of regular maritime transport by UNCTAD (LSCI index) defines the level
the integration of a country into the global network of regular maritime connections

Section 2: Towards a European Maritime Transport Industry

safer and more competitive.
I-Development of the infrastructure of European ports.

Freight passing through European ports is constantly increasing: for example, the volume
Transport by trailers entering and leaving seaports has doubled in a few years. In fact, nearly
90% of the total trade of the Union with third countries passes through the ports of Europe, where goods are loaded.
and unload about 3.5 billion tons of freight per year. The Commission intends to help the ports of Europe to
to develop and become more competitive. Whether in the form of financial support or proposals for
regulations, its action aims to ensure open and fair competition to allow ports to
operate efficiently. The modernization of port facilities should help attract new
clients and play a crucial role in providing European carriers with intermodal solutions
operational. Strengthening the security and reliability of the transfer of goods from ships to
other modes of transport - rail, road or river - will broaden the choice available to companies
transport and to freight forwarders. These new options will help reduce the overexploitation of the road network
European, as well as the issues of congestion and pollution that arise from it.

II - Strengthening port security

To further enhance the safety of European ports, the Commission has made additional proposals.
which must be fully implemented by the Member States by June 2007. This directive on safety
The port authority aims to promote a coordinated approach to security issues throughout the area.
port-related and requires, systematically:

A port security assessment to determine the measures to be taken;

a port security plan that outlines the arrangements and measures related to port security;

the appointment of a port security officer who coordinates security measures;

the establishment of an authority responsible for implementing the security plan and ensuring liaison
effective between decision-makers and the security personnel 'on the ground'. The European dimension of this approach
Port security should also contribute to the establishment of effective networks between European ports.
 Conclusion :

The development of transport and the improvement of logistical performance are issues.
determinants for countries that wish to become more competitive on the international geo-economic stage.
This development always depends on port infrastructures and port security.

Chapter 3:
Presentation of the
GENMAR Company
 Introduction

In this chapter, we presented the company GENMAR, its services, its

organizational chart actually its internal and external environment and we have
Explain the procedure of LKW the Austrian carrier that represents it.
GENMAR in Tunisia.

Section 1 : Environnement interne

I-Presentation :
The shipping company "GENMAR" was founded in 1995. It is considered
as an independent shipping agent in Tunis, La Goulette, and Rades Port.
It is the parent company of the "YOUNSI" group (Genmar, Tuniship,
Transmar). It is the first Tunisian maritime group certified ISO 9001-2000
Mr. NOURDDINE YOUNSI. GENMAR is a public limited company (PLC),
located in the port area of Rades. It has 64 employees.
diversified into a team of salespeople and technicians in the field of
transport.

During the first half of its activity, it made the deposit of

95 ships, most of which were conventional cargo ships. One year
later, the company expanded well beyond the schedule and practically doubled
his activity and management took place under great pressure to move on
different levels in order to meet the demands that have become
pressing

GENMAR has two customs 'holds' with an area

1500 m² each and two container and trailer parks of 10000 m²,
managed by efficient software, thus four modern lifting devices
(forklifts) and lifting equipment (Fantuzi & 0Hertez). It has established
for its activities a qualified management system compliant with the
international regulations and ISO 9001 version 2008 standards.
This agency operates in maritime transport and ship consignment.
everywhere in the world (except Iran and Israel) and this thanks to its collaboration
with global carriers such as: Hapag Lloyd (since 2000), Grimaldi
China, Turkon (Tuniship) and the Austrian carrier LKW Walter
European Transport Organisation.
SERVICELKWWALTER:
LKW Walter is the leading transport organization for transportation
Europeans by full trucks (trailers), it is an Austrian company
private which does not belong to any group, it was created in 1924 and since 1986
bearer of the emblem of the Austrian Republic - distinction awarded for
merits in the economic field. Its social capital is 15 million
euros (public limited company) while its revenue for the year 2012/2013
is 105.6 billion euros and it has 1,484 employees. This company does
more than 1,000,000 complete downloads per year. It has an excellent
solvency that is confirmed by international rating agencies
financial.

"GENMAR" is the only representative of LKW Walter in Tunisia.

1. The principles of LKW Walter:
Financing resulting from generated cash flow: no bank loan.
Participative management giving autonomy and responsibility to everyone.
Decentralized organization in 'profit centers'.
Promotion of team spirit.
The satisfaction of customers and employees.
Constant adaptation to changes in the European economic context.
Market leader by focusing on core activity: transportation of
full loads for all of Europe in one hand.
2. The LKW Walter cycle:
The sales manager first starts taking the import details that
are sent via Email by the carrier (Booking)
The manual file opens with the correspondence between the client, the sales representative and the

carrier.
The day before the ship's landing, the shipowner (Grimaldi or CTN depending on the
The ship sends a notice of arrival to 'GENMAR' to inform them of the arrival of
their trailers
A son tour, "GENMAR" carries out the same task to inform its clients.
billing manager, reform a new notice intended for the receiver of
 merchandise via the AGL (billing part) by entering the data into this system
present in the bill of lading.

Note: Notices must be sent to the client at least 24 hours in advance.

the arrival of the ship and 48 hours for flammable products.

Upon the arrival of the ship, the LKW Walter service receives an arrival notice of
the taxed shipowner.

The notice must be sent to the client after the ship arrives and must be taxed.

Note: Opinions and notices are sent by the order office and
made by the billing service.

During the handling of the case, the operations manager makes several
controls:
First check that the notice has been given and sent on time.
Second check that the tax recorded on the notice is in accordance with the agreement with the client.

-3rd control the proper receipt of the notice by the client.

The representative of the shipowner gives the delivery order upon the arrival of the vessel.

The port agent collects the briefcases placed in the trailers at the port for the
send to the clients.

Note: the foldable backpack is often transported with the trailer.

otherwise sent by express mail or via the ship's courier service. This letter
contains:

Original invoice (commercial).

Euro 1.
Packing list.
-CMR copy.

The client must leave a release on all documents he

get back.

The transit service prepares the declaration and the UC based on the copy of
bill of lading and the delivery order.
The trailer circulation permit is issued by the Ministry of Transport in
presenting the following documents:
Request for authorization.
The gray card.
Assurance.
Technical visit.
Copy of the voucher to be issued.

When paying, the customer must bring:

The original bill of lading.
A security deposit check.

And in return, the stamping agent grants him:

A voucher to be issued.

Invoice.
Received deposit.
Delivery note.
The operations manager receives declarations from the client and grants them to the
transit service to load the delivery note.
After the tractor is booked, the port agent accompanies the carrier to the port.
with the declarations to take out the trailer. Then, the carrier takes it.
trailer to the customer for unloading.

Note: The STAM * and the OMMP * are paid by the client.

After unloading, the carrier takes the empty trailer to the yard.
STAM: Tunisian Stevedoring and Handling Company.
OMMP: Office of Merchant Marine and Ports.
3. LKW Walter Process:
 4. The statistics of LKW Walter (complete) from 2014-
2015(Import /Export):

2014-2015 Import Export

Full 777 trailers 520 trailers

See 43 emoticons 317 trailers

5. The type of trailer used by GENMAR of LKW Walter:

 FIGURE 10: A TOWED TRUCK
TARPED TRAILER OF 13.6M (= 92 M3) LOADABLE AT THE BRIDGE
Interior dimensions
Longueur: 13,62 m.
Width: 2.45m - 2.48m.
Hauteur: 2,50 m - 2,70 m (hauteur latérale disponible: 2,63 m).

MAXIMUM CHARGE
U P TO 2 9 TO N S O F U S E D D I S C H A RG E D.
U P TO 3 4 E U RO PA L E T T E S O N T H E G RO U N D.

Since 2012, GENMAR has been committed to a policy of improvement.

technology continues through the various services it offers to its partners in the
domain of maritime transport, air transport, road transport, transit, grouping, storage and
consignment of ships. All of this will provide its clients with quality services combined by
preferential and generally competitive prices from all sources and to all
destinations.

GENMAR has quite a large network of agencies; in fact, it has opened:

An Agency in Bizerte
An Agency in Sousse
An Agency in Sfax
An Agency in Gabes
An Agency in Skhira
An Agency in Zarzis

x
Figure 11: The presence ports of Genmar
The services provided by GENMAR are numerous in the field of logistics such as:

Customs Clearance (Import / Export).

The Ship's Consignment.
The Chartering of Ship.
The Customs Warehouse in addition to loading and unloading.
The Shipping Tracking of Dangerous Goods.
Maritime, air, and land transport of goods regardless of the destination
or from all places.

Figure 12: Headquarters of GENMAR

Figure 13: Certificate
 II-Organization chart of GENMAR:

I. ORGANIGRAM OF GÉNMAR

1- GENERAL ORGANIGRAM

2-ADMINISTRATIVEANDFINANCIALDIRECTION
3-DIVISION OF OPERATIONS
This flowchart certainly allows the reader of this report to notice that
GENMAR applies exceptional management and governance compared to
its competitors in the market.
III-The different services of GENMAR:
The complete range of services it offers has made it one of the most agencies.
performing in the maritime sector in Tunisia. It is equipped with modern infrastructure,
driven by dynamic and experienced teams and connected to foreign countries by
first-rate correspondents.

1) Service Management / Quality :

It consists of ensuring that all actions comply with the requirements of the clients and the
requirements of the international ISO standard by offering them the best conditions of
transport. This service is required to:
Establish the quality management system,
Define the work procedures,
Analyze the processes and monitor non-conformities,
And to energize the groups in solving problems and managing the process.

2) Commercial service:

It energizes the entire shipping company thanks to the significant profits.

that it brings and which are due to better management of business operations and a
Attention continues to satisfy customers (speed, efficiency, and more competitive prices).
the main mission is to ensure a significant volume in import and export and to optimize
the filling of ships.
In this department, important tasks are carried out:
Prospecting new clients through the Yellow Pages, the API (Promotion Agency
the Industry) and contact them to present the service and to know if they are interested
for the services provided by the company during import and export operations.
The receipt of the client’s quotation request
 Then, there is a need for negotiation with the sender to determine the amount of the fee.
while respecting the minimum "Guideline" of the shipowner
A price quote will be sent to the client.

3) Service billing:

The tasks performed by the billing agent are described by the following sequence:
Establish the invoice notice (arrival notice) and send it to the client once the ship has arrived, if applicable.
for import and export; a boarding notice will be sent to customers once their
containers onboard the ship.
The billing agent must file the notices in the customer file.
And finally, forward the file to the stamping department.

4) Service exploitation and logistics:

From this service, the operations and logistics manager must ensure the follow-up of
process of maritime transport transaction (full and groupage). This service is
you have
•Track the containers in the system and inform the client of the position of their container
•Receipt of cargo manifest, freight manifest and copy of the bill of lading from
the shipowner. According to which, he prepares the files.
Track the damaged trailers and issue the demurrage invoices according to the deductible.
data from the shipowner
The opening and follow-up of commercial files (booking, export & import).
Contact the clients and inform them of the ship's departure date.
Ensure the transmission of docking notifications (MAQ).
Inform the shipowner of the details regarding the merchandise.
Preparation of container parking at the port.

5) Service groupage:
Know the difference between full and grouping.

Complete: means a trailer holds the goods of a single client.

Groupage: means a single trailer is intended for several clients, each client has a
low merchandise volume.

The "grouping" consists of bringing together into a single lot from

multiple shippers or to the address of multiple recipients in order to reduce costs and
optimize the filling. The grouping of goods technique must take into account
of certain necessary elements such as:

The weight of goods

The volume (dimension in m3)
The destination
The nature of the merchandise (flammable or not)
Class of dangerous goods
Type of packaging

6) Service transit :
Ilya two main types of transit:

a) ship transit:
The ship transit manager is called to:
Record the transit details (recipient, goods, number of packages, and weight) on the
SINDA system and print manifests.
The submission of import manifests to the customs offices along with the bill of lading,
The establishment of the UC declaration,
The assignment to customs and the establishment of the BAE.

b) transit groupage:
The groupage transit manager must carry out the following operations:
Record the details of the bill of lading in the SINDA system and print a unit of
charge (UC) or (TD)
Submission of a copy of the bill of lading, cargo manifest to customs
Assignment of the declaration after verification by the customs officer and the establishment
you BAE.
 7) Service shipping: (operational service):
It is the most important service and represents the core of any transport company.
maritime since it directly affects its performance. In general, it is about a
assistance between the logistics service and the shipowner's captain.
It should be noted that the shipping team is required to carry out a set of
important and essential tasks to know:

Reservation of a space at the port for loading and unloading

trailers.
Notify the port authorities (OMMP, STAM, police)
Attend the port customs meetings (at 11 a.m. and 4 p.m.).

8) Stamping service:

In the case of an import operation, the shipper sends the original bill of lading to their client.
This one presents this document and the deposit check for the containers with
the endorsement of the bank if applicable to the company (representative of the shipowner) against
good to deliver allowing him to withdraw his goods from the port. The stamping agent him
resend it too

Stamping Invoice
Receipt of deposit
Loading slip
TD declaration if applicable: it is a reference of empty container
NOTE:
At the end of the day, the stamp agent sets up the stamping day and the subsequent sending.
in the sales department.

Section 2: External Environment

The company GENMAR is in contact with:
OMMP

The land carrier: takes the trailer to the customer for unloading.

STAM :

Customs
II-Main suppliers: Corima International, BWS, Tecnicatre, Unidelta S.P.A
Cadoppi, Atlas Copoco...

III-The main clients: General store, Monoprix, Cable industries

electric, The chemical industries, The mechanical industries and Assad…

VI-The main competitors: Martine li, MEYER storage and logistics company
& MEYER, Combined Transport Services (STC). Maersk, EVERGREEN…

V-Banks: BIAT, STB, UBI...

VI- The insurances: SALIM

Internship progress:
Throughout the internship period which took place from 01/02/2016 to
04/30/2016, we were able to accomplish several tasks regarding the field of transport
maritime, which allowed us to master these tasks well and integrate into the
professional world.

The tasks carried out during our internship at GENMAR are described in the
table below:

Service Tasks completed

Commercial - We have tried to find new clients
l for the company through the yellow pages, the directory
economic, the API site....

Then we contacted them either by phone or

by email and we tried to schedule appointments
with them.

Once the date of the appointment was set, we

Let's meet the client to present our service.
regarding import or export operations.

This task helped us to master the techniques of

client prospecting and negotiation.
 Billing - Send notices to clients to inform them of the
scheduled arrival date of the ship in order to make the
necessary modifications regarding the goods

Send a removal letter to the client in case of

goods classified as "dangerous" for it to be
ready for immediate removal.

In the case of a new client, we proceed to

the registration of his contact details on the maritime AGL.

We have carried out billing operations.

Exploitation According to the details sent by the shipping agent in the

and exporting country, we proceed to the opening of
logistics import file:
the registration of the ship details on the AGL and the
classify by client and by lease.

The tracking of the ship's position within the sea at

through the Schedule (ship monitoring program by
internet

Contacting clients to inform them of the departure of

ship.

The tracking of container movements across the

software.

The preparation of the list of containers for export

(preloading list).

The preparation of the quays and seals for the

empty containers.

The booking (reservation of space on the

ship) and Bill of Lading for the
full containers.

Participation in the preparation of daily reports:

store movement and daily inventory that
will be sent subsequently to the shipowners and
carriers.

The establishment of the detention invoice.

Conclusion: According to this chapter, we have presented the society

GENMAR, well explained its activities and its various services that are
 characterized by good coordination among themselves. Indeed, these
services work efficiently and consistently in order to
satisfy the needs of customers and provide a high-quality product
quality.

Chapter 4: Analysis of
trailer traffic of
the company GENMAR

Introduction:
 The transportation of heavy goods can be accompanied (trailer and its driver who
are routed) or unaccompanied (without the driver). But the non-
accompanied requires from road carriers a logistical organization that only
companies with international presence or a network of partners
allowing them to take over the trailer at the end of the maritime journey in case of
Genmar.

Section 1: Damages that affect the delivery of

the goods by the trailers

I - The trailer traffic of the company GENMAR:

1) Diagramming of the paths

2) Type of goods transported:

Genmar transports all types of goods except refrigerated goods,

The cost of transport is variable; it depends:

the forewarning and the destination (distance).

-names of packages.

Designation of the merchandise.

weight of goods.
 Traffic name:

We have calculated the monthly average of LKW WALTER's trailer traffic.

Port of Rades Port of La Goulette

Import 45 trailers/month 240 trailers/month

Export 13 trailers/month 72 trailers/month

Note: The export of complete trailers represents 30% of the import of trailers, the rest is
are empty trailers exported.

II - The weaknesses:

1) The observed risks:

Upon the arrival of the ship, an agent moves to collect the briefcases.
in the semi-trailers in order to check their condition.

In case of damage, the port agent must report to the operations manager, who
In the contact section, contact the expert and prepare a letter of reservations and a summons for inspection.

of damage and the sending to the STAM (if the damage occurred at the port) and to the shipowner (if the

Damage occurred on the ship) to invite them to attend the assessment by setting the date.

On the day of the assessment, the expert acting on behalf of Genmar evaluates the risk and
prepare a report (P.V) of findings which is a document that must be signed by the
representative of STAM and the shipping carrier. He specifies all the details of the damage:

The registration of the semi-trailer;

The loaded merchandise;
The ship;
The date and place of embarkation;
The state of the and summons for a report
A refund request
 We attempted to collect and obtain 17 expert reports: repair invoice,
request for a report at the port, a report of the observation, a letter of reservation and a summons to a

established, a request for a refund, from which we identified, in the

the following table lists the various damages detected during my internship along with the
location of each damage and its cause

According to the expert reports, we are trying to establish the following table containing the
different damages that occurred during my internship period as well as the place of
each damage and its cause

File place of
dommag
too bad e
File 1 right side tarp torn in 2
positions Port of La Goulette
port of the
Torn fabric over 100 cm little round
port of the
torn pallets goulette
port of the
searched pallets goulette
File 2
port of the
two crutches are bent roulette
File 3 right side tarpaulin torn on 220 port of the
cm goulette
port of the
three torn and empty boxes goulette
File 4
right-side tarpaulin torn at 65% wear of the
of surface goulette

8 attachment angles cut and port of the

torn out roulette

port of the
cut cable section water pitcher

4 wooden side rails are the port of

broken roulette
2 amounts
supports des
riddles are port of the
twisted small bowl
File side tarpaulin
5 left
torn on port of the
150 cm goulette
File port of the
6 torn tarp roulette
merchandise port of the
missing goulette
File Torn shirt port of the
7 over 100 cm gullet
Dossier covered side
8 right
torn on carrying of the
40 cm little bowl
File Torn shirt wearing of the
9 on 100 cm goulette
File side tarpaulin
10 left
torn on wearing the
110 cm goblet
6 cartons port of the
you see goulette
2 pedestals in
wood
completely port of the
you see goulette
7 palettes
torn and
ensuring of port of the
missing goulette
275 cartons
torn to port of the
half empty goulette
File side tarpaulin
11 left
torn on 1 port of
put Rades

kickstand port of
twisted left Rades
File the 2
12 crutches are port of
tordues Rades
Folder 6 straps
13 of attachments
left sides port of
torn Rades
canvas side port of
left Rades
torn on 3
 positions
File tarpaulin side
14 left
torn on port of
170 cm Rades
2 cartons Port of
videos Rades
Folder rear lights port of
15 torn right Rades
File 5 straps
16 of attachment port of
torn Rades
tarpaulin
torn on port of
40 cm trades
File taillights port of
17 pulled out Rades

TABLEAU1:TYPE DE DOMMAGE,LIEU ET CAUSE

According to table 1, we observe that there are different ones.

damage occurred to the semi-trailers, are necessarily to the
the port of Rades and the port of La Goulette for several reasons such as theft,
a maneuver error, accident or the illegal immigrants. We will
so divide this table into 3 tables, in order to interpret each one
factor apart.

Our interpretation will therefore be as follows:

various damages occurred to the semi-trailers

place of damage
cause of damage
I. the various damages that occurred to the semi-trailers

The table below presents the number of each damage by

Report on the total number of damages that occurred to the semi-trailers.

Domma Ef p
ge fec o
tif u
r
c
e
n
 t
a
g
e
tarpaulin
torn 3
on the 2
braces 11 %
palettes
you
cartons
you see and 2
torn 6
s 9 %
roof 9
torn 3 %
crutches 9
turdus 3 %
straps
of attachment
s
torn 6
s 2 %
fires
torn 6
s 2 %
traverses
of
rails
in wood 3
broken 1 %
pulling cable
section 3
é 1 %
base in
wood 3
you see 1 %
amounts
support
riddles 3
tortoises 1 %
1
0
0
Total 34 %
TABLEAU2: DIFFERENT DAMAGES OCCURRED TO THE SEMI-
TRAILERS
 Classification of damages
torn side panels torn roof
twisted crutches torn attachment straps
torn lights crossings of broken wooden sideboards
empty and torn pallets or boxes cable cut
empty wooden bases amounts support twisted sideboards

3% 3%
3% 32%

26%

3% 6% 9% 9%
6%

FIGURE14:CLASSIFICATION OF DAMAGES

According to Table 2 and Figure 1, we observe that 32% of

The damage to the semi-trailers includes tears of the
tarps, according to Genmar staff, the thieves tear them
tarps to know the nature of the goods in order to steal them.

26% of the damage is caused by pallets, empty and torn cardboard.

are stolen.

Subsequently, 18% of the damages observed are either crutches.

torded during the operation of removing the trailer and the roofs
torn.

II. place of damage :

 p
o
u
r
c
e
n
E t
place of ff a
damn ec g
e tif e
3
Port of 1 2
Rades 1 %
Port of 6
The 2 8
roulette 3 %
1
0
3 0
Total 4 %
TABLEAU3: LIEU DE DOMMAGE

Place of damage

32%

Port of Rades
Port of La Goulette

68%

FIGURE 15: PLACE OF DAMAGE

According to table 3 and figure 2, we observe that the port of La Goulette is the place where
68% of the damage occurs, and the rest takes place at the port of Rades.
Genmar carries out its shipments by sea with two main shipowners: Grimaldi
lines (boarding and disembarking at the port of La Goulette) and CTN (boarding and
landing at the port of Rades.

The majority of imports and exports are carried out through the shipping company Grimaldi,
following a convention concluded between them, which allows Genmar to benefit from a discount on
the transportation of semi-trailers, a cost quite low compared to the CTN

Grimaldi Lines uses Ro-Pax ships (transporting passengers and vehicles at the same time.
time), so boarding and disembarking are always at the port of La Goulette, which
justify the high percentage of damage at the port of La Goulette.

III. Causes of damage:

p
o
u
r
c
e
n
t
cause of eff a
damage ect g
e if e
6
8
Fly 23 %
the
clandestine 9
ns 3 %
towing
I bumped into
by fault
of
maneuver 9
e 3 %
tow
I bumped
by a
other 1
towed 4
e 5 %
Total 34 1
 0
0
%
TABLEAU4: CAUSES OF DAMAGE

cause of damage

15%
9%
Volume
the clandestines
trailer collided due to
maneuver
9% trailer hit by another
trailer

68%

FIGURE 16: CAUSE OF DAMAGE

According to table 4 and figure 3, we observe that theft is the highest cause that
exceeds 2/3, subsequently the cause related to the accidents of the trailers among them is
at a height of 15%.

Accidents between trailers are related to the structure of the port itself, a poor
circulation in the port.

In the end, we observe two equal rates that do not exceed 9%, which are related to the faults of
STAM maneuvers that are not qualified or to the illegals who tear the roofs of
semi-trailers to try to cross country borders.

2) The origins of damages:

At the level of import:

Upon the arrival of the ship, the STAM carrier transports the semi-trailer of the
ship at the port. The semi-trailer will be parked until the arrival of the carrier.
Genmar and the port agent or the client.

At the level of export:

 The semi-trailer remains parked at the loading dock waiting.
boarding on the ship. It has a waiting time that depends on the structure of
port as long as the number of docks is not sufficient to accommodate all the
ships.

Furthermore, during export or import, all damages are related to the duration.
waiting for the semi-trailer in the port.

In this context, several factors influence the waiting time of semi-trailers.

in the port. We can mention:

Factors related to the OMMP:

The number of docks is not sufficient to accommodate all the ships, which has led to
the waiting of dozens of ships in Rades and Goulette without being able to unload
or load their cargoes.
Factors related to STAM:
Lack of equipment and repeated breakdowns of materials at the company level
Tunisian docking and handling (STAM): STAM has not had it for years.
could not invest due to a significant financial imbalance.
The lack of versatility among workers: this leads to difficulties in loading and
décharger ce qui ralentie l’activité portuaire et cause le mal fonctionnement du port,le
non-respect of working hours and total absence of attendance which leads to loss
time to trace the trailers intended for removal, and the lack of planning
operating ships.
the spontaneous strikes observed by the staff of the TUNISIAN COMPANY
STORAGE AND HANDLING (STAM) has caused several dysfunctions
at the port level such as the slowdown in exports and imports which are
destined for European ports.

This causes repercussions on the activities of local businesses.

commercial on the supply plan of goods than on those
industrial in terms of raw material supply which has slowed down
their production and can even cause a stock shortage and thus the stoppage of the chains of
production, but its strikes cause losses to both private operators and the state. We
we can cite as an example the strike that took place from July 8 to 10, 2013 which
 totally blocked the port of Radès and dealt a severe blow to the local economy, as this port
Commerce is the most important in Tunisia.

Additionally, during this two-day period, the OMMP estimated that the ten ships
stayed at harbor, unable to dock, has accumulated twenty-three days of delay. By
Elsewhere, 3000 containers and 1000 trailers could not be handled by the
STEM

Customer-related factors:
Sometimes the client himself refuses to accept delivery of his merchandise due to a
due to the supplier; that they send goods not compliant with those mentioned in
the invoice or where there is non-compliance with the quantity.

In some cases, the customer sends their trailer after the ship's departure time. Here, the
The trailer remains at the port until it finds space on another ship.
Customs-related factors:
The duration of the trailer's stay at the port varies depending on the type of product being transported.

food products such as meats, for example, the trailer cannot open or
transport to its destination only after verification of the quality of the meat by an expert
from the Ministry of Health A compliance report of meat to health standards
Tunisian means that the trailer containing the meat can access the market.
Tunisian.
for agricultural products, experts from the Ministry of Agriculture select
samples they will analyze to verify the good quality and compliance with standards
of health and the environment
There are interviews for the scanner in the event of a malfunction which also constitutes a
reason why trailers are stored for long periods
The semi-trailers remain under customs for long periods since they exist.
several other semi-trailers in front.
Trailers can also be blocked due to false declarations followed by non-compliance between
what is declared on the invoice and what is inside the trailers
There are scanner interviews when a malfunction exists, which is also a reason.
for which the trailers are stored for long periods

Factors related to Genmar:

 Genmar uses a technique of indirect penalty. Indeed, if the client has unpaid invoices, the
the company does not proceed with customs clearance until the client pays his debts
Factors related to the road carrier:
The trailers that Genmar rents from Victoria are poorly equipped and the loaders find
many difficulties during unloading which may extend the duration of stay of the trailers at
boat

Section 2: proposition and recommendation: The measures

necessary corrections
Among the solutions that I was able to gain from my internship are the following:

I- THE IMPROVEMENT OF THE INFRASTRUCTURE OF THE PORT OF DERADÉS:

The port of RADES is often congested and this is due to its inadequate structure. Indeed
its 7 which prove to be insufficient, hence the need to extend the port and add others
wharf in order to respond to an increase in demand and create areas
logistics aimed at facilitating maritime exchanges and thus increasing efficiency
from the port.

Utilize a space for the storage of containers that have stayed for an extended period and also
for trailers waiting to board or unload, this space must
to be secured (either by surveillance cameras, security agents) in order to
minimize the damage.

II-REFORMEDDELASTAM:

In order for the STAM to be effective and efficient, it must acquire new equipment in
increasing its storage and boarding fees, which prompts the customer to retrieve their
merchandise as soon as possible.
Adopt a 24/7 work schedule while ensuring good coordination.
among the workers to stimulate port activity.
Within all activities, we find the human factor that must be placed at the center of our
interests given the importance of its influence on the company's activity, even at the port
the factor is also important, that is why the STAM must provide training to its
employees in order to maximize their returns and their qualifications.
Suddenly, we notice the need for a versatile worker capable of innovating and
to adapt to all situations. That is why we must emphasize management of
 human resources, indeed it is necessary to establish clear disciplinary rules in order to
minimize the rate of absenteeism and tardiness and adopt the necessary punitive measures
in order to maximize work efficiency.

The entry of new stevedoring and handling companies in competition

with the STAM.

The docking and handling service in Tunisia is provided by STAM since

For a long time, the quality of its services has been questioned several times, it is for
this is a new company for handling and logistics at the ports of Tunisia
could create competition that would push this company to give its best,
such as improving the quality of its services and its rhythms to ensure the
loading and unloading in less time is therefore to eliminate downtime, in order to
to capture the maximum market share which could lead the port towards the
perfection and efficiency.

III- THE EASE OF ADMINISTRATIVE PROCEDURES:

Due to their rigidity and time-consuming procedures, the formalities
Administrative matters need to be rephrased in order to simplify them.
These formalities must be clear and simple and must have deadlines and costs.
reasonable.
By facilitating these procedures, importing companies can export the semi-
trailers on schedule, which will help to minimize risks as much as possible.

Conclusion :

From this chapter, we studied the import and export procedure of the
GENMAR company, accompanied by an analysis of the damages that directly affect the
semi-trailers to address the problems caused by poor management in the ports.
Finally, based on this analysis, we have proposed actions and recommendations.
which constitute new future actions of the company to avoid all types of problems related to
the management of semi-trailers to be more competitive in the Tunisian market and
to gain a well-known brand image worldwide.
GENERAL CONCLUSION

In this final year project, we discussed maritime transport and the criteria for
basis for always having a better transportation of goods by trailers.
The theoretical approaches and methods proposed by academic studies have certainly
their validity, however, there are still gaps for the student in terms of life
professional.

Our internship at the company GENMAR allowed us to integrate into life

professional, to familiarize us with practices and the world of work and especially
to enrich and improve our academic knowledge.

In conclusion, we hope that our work will meet expectations.

responsible for the company, as well as that of our supervising professor and that this work
will be useful for the maritime company Genmar.
 BIBLIOGRAPHY
Webography:

- [Link]
- [Link]
- [Link]/.../maritime-transport-unexpected-market-that-weighs-pl.
- [Link]
- W W W . G E N M A R I T I M E . NE T

Artcles :
-Bernardo Vn den Bosshe: <<the transport of trailers >>, The maritime journal
merchant, n: 4990, 14.
-Didier Burg: <<Rotterdam, the port at the top for its infrastructure>>, the journal of the

merchant marine, n: 4894.12.

-Hervé Deiss: "7% growth in traffic," the maritime journal
marchande,n :4849,8
Violaine Brissart: <<Termi
Annexes