Summary

Thank you..............................................................................................................................................2
Introduction..................................................................................................................................................3
Part 1……………………………………………………………………………………………………..3
I- Presentation general
Definitions 4
B. Shape of maintenance.5
II- The equipment or handling machines.....................................................................................6
A. Portico of maintenance....................................................................................................................6
B. RTG of handling.........................................................................................................................7
C. Spreadr .7
D. Grue Port mobile .......................................................................................................................8
E. Chariot elevator
F. Chariot
cavalier9…………………………………………………..............................9
III- What are the types of handling.............................................................................................10
A. Handling Horizontal..............................................................10
B. Vertica Handlingl .10
IV- The handling operation based on loading characteristicse ............................................12
A. The handling of metallurgical products
B. The container handling
C. The handling of bagss .15
D. The handling of bulk goods
E. The handling of logs.............................................................................................................16
PART 2 ...
Company Presentation......................................................................................................................17
A. characteristic specific to the SDGT………………………………………………………………………..20
B. Handling agents .......................................................... 22

C. The handling equipment of the SDGT………………………………………………………………..23

II- The different stages of handling at SGTD…………………………. ……….. ……………..27
1- Delivery time………………………………………………………………………………..28
2- The number of containers handled during the time spent at dock…………………………………29
3- The number of containers handled during docking operations…………………………….30
The number of containers handled during waiting time ... 31
5- The number of containers handled over the total time spent at the port........................32
 III-How is the handling operation carried out ……………………………………………33

A- Unloading of container ship……………………………………………………34

1- Unloading of containers…………………………………………………………….35
2 - Container stuffing …………………………………………………………35
3- The handling of containers from the ship to the parks..........................36

Part 3.........................................36
Analysis and Interpretation…………………………………………………………………………..37
A- The SWOT method……………………………………………………………………………37
1. The opportunities of the SDGT port…………………………………………………………….38
2. The threats of the SDGT port………………………………………………………………38
3. The strengths of the SDGT port........................................................39
4. The weaknesses of the SDGT port .......................................... 39

B- The distinction of the SDGT port compared to neighboring ports..........................40

a- Difference between SDGT and DMP…………………………………………….41

b- Comparison between installation and equipment among Eastern countries.........41

II Method of the 5M………………………………………………………………………………….42

A- The recommendations………………………………………………………………………….42

Conclusion…. ……………………………………………………………………………………..43

1
 Thank you

We would like to thank first and foremost ALLAH, who by His grace and will has given us the
strength and health in order to carry out this project with all the qualities and efforts involved.

We would like to thank Mr. Ismaël Abdillahi who, as the principal teacher, has always
showed attentiveness and was very available throughout the execution of our project. Thus we
thank you for the help and all the time he kindly wanted to grant us and all the efforts he
dedicate ourselves and the advice regarding the work to be done throughout the project.

At the threshold of this solemn expression of my feelings of gratitude, may I be permitted here
to express my sincere thanks to all the people who participated in a way
direct or indirect in the preparation and realization of this file.

I would like to particularly thank the jury and the person in charge of my defense, but especially of
giving me the opportunity to present this final year thesis and contribute to the evolution of
my training to broaden my knowledge in the port sector.

2
 Introduction

Maritime transport is the most used mode of transport in recent years. Indeed, more
90% of goods around the world pass through this route. Imports and
exports are all carried out through this means of communication. That is why the
The majority of ports around the world are experiencing a new surge. As a result, handling
port plays a major role. Many goods come and go thanks to the
handling companies that use efficient equipment and have more than a very
great efficiency and allowing for smoother movement within this place.

The project's objective or the given theme is to conduct research based on a

issue and to enhance our knowledge and to increase our skills and our
knowledge in order to expand and gain more experience. This project aims to develop
the autonomy and responsibility of students, to create a certain self-confidence and the spirit of an
hard work on oneself and of course putting into practice the teachings received and allowing
thus allowing students to assert their know-how and to know their skills.

What is handling? And how is it practiced in

the port enclosure?
In order to address this issue, I have structured my work as follows:

I would begin my work with a general presentation (definition of handling and of the
port handling and the form of handling), then I would determine the equipment of the
handling and then we will also see the different types of handling and finally I will mention
Handling operations based on their load characteristics.

3
I-General presentation

A. Definitions

Handling

Handling refers to the transport or support of a load that requires physical effort.
by one or several people. This effort can be made to lift, place, push, pull, carry.
or move the load. Due to the conditions under which it is carried out, handling can
poses risks to the health and safety of workers. Handling refers to the action
to manipulate, to move somegoodsof thepackageor ofdocumentsin a place of
production or storage such as awarehouseonefactoryastorean office, etc. In other words
Handling refers to all operations of loading and unloading ships.
merchants in commercial ports. The trades involved are those of dockworkers and crane operators.

2. Port handling

Handling is the set of operations for loading and unloading ships.

merchants in commercial ports. Port handling means and includes all or
part of the work carried out onshore or on board for the loading or unloading of any vessel
assigned to maritime or inland navigation (excluding warships), in all
seaport or inland port, on any dock, quay or other similar place where this work is carried out,
as well as the activities that take place there

report.

4
 B. Handling form

Mechanical handling

Mechanical handling involves the use of devices

lifting and transportation and helps to avoid the specific risks associated with the

manual handling. However, it also leads to

risks related to the movement of machinery, to the load
handled or to means of handling.
Their consequences can be very serious (paralysis, death).

2. Manual handling

Manual handling is defined by the labor code as 'any transport operation

or support of a load, involving lifting, placing, pushing, pulling, carrying or moving,
requires the physical effort of one or several workers." The principle rule that prevails in law
your job is to find any alternative solution to manual handling. However, the use of the
manual handling is widespread, particularly in the
building trades, moving services, or others.

5
II-Handling equipment or machinery

A. Handling gantry

A handling gantry is alifting device for heavy loads, autonomous, used

mainly in large outdoor storage areas, such as ports, storage yards
bulk materials or mass industrial products. The gantry fulfills essentially the same
functions that a gantry crane has, which only differs by the principle of operation. A crane
rolling moves on a track located at height on steel or concrete beams
positioned on poles.

6
 [Link] handling

It is a handling machine used at the container yard to ensure the

efficient container storage operations. It allows for optimal utilization of the yard.
containers and promotes faster loading/storage rates.

[Link]

A spreader is a device used to lift containers and unit loads.

The spreader is placed between the container and the lifting machine. The spreader used for the
containers have a locking mechanism at each corner that attaches to the four corners of
container.

7
 [Link] Port Mobile

Exceptional technical variants, such as the optimized chassis concept or the

internally developed crane command, they make mobile port cranes. The machines of
the most efficient handling in the world. Thanks to its versatility, the mobile port crane can
to be used in all areas of port applications, thereby ensuring efficiency
maximum.

A container crane is a type of large gantry crane found at port terminals.

containers for loading and unloading intermodal containers from doors
containers.

[Link]

A forklift is alifting deviceand ofhandlingintended for load transfer

in thefactoriesor the storage warehouses. It is mainly used for the transportation of finished products
from the manufacturing lines to the storage locations, during loading and unloading
oftruckswagonsshipsand other means of transport, although its flexibility of use
makes other possible uses.

8
 F. Knight chariot

A rider truck, also called a stacker truck or self-propelled gantry, is aportico of

handlingofcontainerswhich is rolling and automotive. It is aheavy ground vehiclehigh
size (up to over 15 meters), mounted on tires and powered by an internal combustion engine
diesel or electric, which is used on acontainer terminalportand positions itself above
from a container, by straddling it, to grip it, lift it (up to 12 meters high), move it
and place it, possibly above one to three other containers(gerbage)1,2The carts
cavalry are piloted [Link] can lift containers with a maximum weight
weighing about sixty tons, and move them at a maximum speed of about 30 km/h.

9
III-What are the types of handling

Horizontal Handling

The so-called horizontal handling is carried out by dockworkers. They are therefore aboard the ship and
on the dock. They secure the goods on board (stevedoring), loading them via ramps into the
case of rolling stock or those moving them on the quays, in the case of containers. For this
latest activity, they have riders or spreaders, rolling handling equipment capable
to lift containers to a low height.

To roll

Move

RO-RO handling

The term RO-RO primarily refers to the handling technique: one

load and unload the packages by rolling them from the Ro-Ro ramp at the port to
the ship's mobile ramp, which allows for the transportation of anything that is rolling
in the ship's garage or evacuate it in reverse.
The Ro-Ro is particularly suitable for the transport of trucks and semi-trailers.
about tractors...

It is also suitable for the transport of containers or mobile boxes being delivered.
in the ship's garage using forklifts or slave trailers.

VerticalHandling

Vertical handling is that which consists of loading or unloading a ship by passing through
the freight over its guardrail with the help of a crane or a gantry for containers. These are
the drivers and maintenance staff of these machines who have transitioned from employees of

10
public port facilities for employees of private handling companies during the occasion of
the French port reform.

Lift Poser

LO-LO handling

It involves a consolidation of loading and unloading operations.

ships.

• These operations are carried out cyclically, namely the taking of the container in the hold or
on the bridge, the transfer then the placement of the container on the ground.

When it takes place from the shore to the land or vice versa using cranes, it is called
vertical handling. This is the case with container ships.

11
IV-The handling operation depending on
charge characteristic

[Link] handling of metallurgical products

The handling of tubes

The tubes are made of steel, most often of significant diameter and varying lengths. They weigh
several tons. They are brought by trains or trucks and stored before loading. For their
Unloading these tubes is done by cranes at the quay. For their loading in the hold, the means
Recommended tube handling devices are suction cups or magnetic systems that
eliminating the hooking and unhooking operations and, as a result, the corresponding risks.

12
 2. The handling of billets

The brames are massive rectangular metal plates whose weight reaches several
tons. These products, brought by railcars, are stored on wooden beams to facilitate the
recovered by self-propelled fork truck. The lifting equipment used is:

➔ A quay crane or a ship crane.

➔ A spreader adapted to the length of the slabs.
➔ Metal chains with attachment rings directly on the lifts.

13
 3. The handling of coils

Coils are thin sheets of steel, rolled into coils, with a weight reaching
several tons. The coils are transported on wagons equipped with cradles. The recovery on
Wagons are handled by cranes sometimes paired and flat sling made of metal weaving. The coils are
positioned in a stack on wooden rafters, wedged and secured to each other.

4. The handling of sheets

Sheets are iron or steel plates. These products are brought by special wagons.
stored at the dock and retrieved using self-locking clamps lifted by a dock crane.

14
 B. The handling of containers.

The transport of containers is done by tractors, trucks, swing trucks or with the help of
forklifts. They are then picked up by gantry or crane and finally brought onto the ship.
In order to avoid any manual intervention for hooking, it is advisable to equip the gantry with a
automatic spreader and mobile cranes of an automatic rotary spreader. These containers are
used for the transport of various goods, liquids, and powders.

C. The handling of bags

Sack-making is used for different materials, sugar and flour for example. There are
several types of handling of the sack packaging:

➔ In pre-slung
➔ Descending
15
 ➔ In traditional bag to bag
➔ The big bag

The handling of bulk materials

Bulk material handling is an engineering field focused on the design and

manufacture of equipment used for the handling of bulk materials, unpackaged and divided
such as minerals, coal, grains, wood chips, sand, gravel, bulk stone, powders and
other bulk materials. Bulk materials refer to any solid and fluid material.
Bulk handling concerns the movement, processing, or storage.

The handling of logs

To proceed with the transshipment of logs, lifting is done using mechanical clamps or
hydraulic, log by log, with a ship crane or with a quay crane.

16
17
V- Specific provisions when using the device
Lifting and handling.

A- The risks associated with lifting loads

1-The requirement for strength and stability of equipment

Must ensure the stability of the work equipment during its use in all
predictable conduction and taking into account the nature of the support (labor code art. 233-
13-1).

Stability must be ensured under all circumstances.

The supports must provide sufficient resistance to ensure stability.

the equipment.

The devices concerned: fixed or mobile cranes, gantries...

They must withstand extreme wind but also the movement that occurs during the
handling.

2-The indication of the maximum load capacity

It is strictly forbidden to lift a load greater than that marked on the device.
of lifting or on the load plate (article R.233-13-4).

The lifting equipment must have a visible indication of

maximum usage charges (article R.233-32-1).

If applicable, it must have a load plate indicating the usage limits of

the equipment, in the configuration used.

3- The prevention of the risks of load falls

For lifting devices at rest, it is forbidden to suspend a load from the hook.
R.233-13-4).

18
 The transport of loads above people is prohibited unless it is required for
the smooth progress of the work. In this case, procedures must be defined and
applied.

When attaching or detaching a load by hand, an organization must be

planned so that handling operations can be carried out safely.

During these operations, no maneuver of the lifting device should be carried out without
the agreement of the rigger (art R.233-13-9).

Suspended loads should not be left unattended.

B. The risks associated with the mobility of lifting devices.

The risk of reversal, overturning or movement

During the use of mobile work equipment used for lifting loads not
guided, measures must be taken to prevent its tipping, overturning, its
unplanned movement or sliding (Article R233-13-7).

And that is why many lifting devices have safety features.

When the devices travel on tracks or runways, the ends of this

Paths must be equipped with shock-absorbing devices at the end of the course.

2- The collision risks related to the movement of the equipment and to

lack of visibility

If several lifting equipment is installed at a workplace

in such a way that their fields of action overlap, in this case provisions must
measures must be taken to avoid collusions between loads or with equipment (art R.233-13-
6).

In port handling, this provision leads to:

✓ equip the quay cranes working in a shared space

an interference control device.

19
 ✓ avoid simultaneous lifting of loads by crane
from dock and crane on board.

C. The use of lifting accessories

A choice based on their use

Lifting accessories must be chosen and used based on the loads.

handling, grip points, the attachment device or even
weather conditions.

Any assembly of permanent lifting accessories must be clearly marked for

allow the user to know its characteristics, particularly the load in
function possibly of configurations (art R.233-13-14).

2-The indication of the maximum usage

Lifting accessories must be marked in a way that allows for identification.

essential features for safe use.

3- The storage and maintenance of equipment

Lifting accessories must be stored in such a way that they cannot be

damaged or deteriorated.

They must also be protected from heat, fire, or products.

corrosive.

As soon as they present defects likely to cause a break, they must

to be withdrawn.

•Examples of breakage cases: strangulation, deformation, knot...

20
Part 2

21
 I. Presentation of the company

DCT (Doraleh Container Terminal), known as SGTD, is the most important port
performant in Djibouti thanks to its facilities, equipment, and geostrategic position but
especially thanks to its connection to the hinterlands like Ethiopia.

In December 2008, the DCT was inaugurated with great pomp by the head of state. It has become the
the premier container terminal in East Africa in terms of facilities and equipment
Modern and a few years later, the Doraleh container terminal became on April 17.
In 2012, the second port in Africa to have nuclear product detection equipment and
radioactive after that ofMombasa. Financed by the government of the United States for an amount
estimated between 8 and 10 million dollars, this sophisticated equipment aims for better control of
containers. Each container goes through a gantry that analyzes its contents without needing
to open it. If the gate detects a suspicious product, the container is manually searched.

We know very well that handling is the key element for the proper functioning of a port.
Many workers or dockers depend on this handling operation, dockers are
port workers and practice loading and unloading upon the arrival of ships.

During my visit to the port area (DCT), I learned a lot about the proceedings of the...
container handling operations on machinery, infrastructure and their capacity
storage that contains this large area of 6,935,757 m², including its park
container.

A. Characteristic specific to the SGTD.

22
SGTD (Doraleh Terminal Management Company) has a length of 2000m and has capacity
to welcome the latest large container ships, with a draft of 18 to 20 meters with a
70-hectare handling area.

In general, SGTD is equipped with: 8 gantries capable of holding 65 to 80 tons and 16 RTG gantries.
a park. The SGTD also has a storage area of 700,000 m2 with a capacity of
1.5 million TEUs/year. The construction cost of the Doraleh port reaches 400 million
American dollars.

The new container terminal in Doraleh, the construction of which amounts to the modest sum of
400 million dollars (312 million euros), has been operational since February 2009, during its
inauguration and welcome 1.2 million containers per year. The objective of such an investment is to
allow the Port of Doraleh to dethrone that of Mombasa (Kenya) as well as other ports
regional.

This is a true deep-water port complex with the following infrastructures:

• 2000 linear meters of dock

• A draft of water of 18 to 20 meters
• A capacity of 1.2 to 3 million TEUs
• A reception capacity for the largest container ships (10,000 to 12,000
TEU) of the latest generation
• A container storage area of 700,000 m2
• an additional quay of 950m in length with a total capacity of 3 million
EVP/an in the second phase, a very large capacity with 1.5 million EVP

This new terminal aims to achieve a dual objective of retaining Ethiopian customers.
(transit activity) and increase transshipment activity in the region.

This port complex will be the true engine of economic development and
of regional integration as it will make Djibouti an open gateway to the Common Market

23
 from East and Southern Africa (COMESA), which has more than 350 million inhabitants. The
developing infrastructures will contribute to significantly reduce.

The costs at departure and to the COMESA countries with the insurance card. This will have for
direct consequence of making products more competitive, to the great benefit of
populations of member countries.

At the first phase:

In the second phase:

B. The handling agents.

24
Handling does not happen on its own but with the help of people. Many workers
or docker depends on this handling operation, dockers are port workers and
practices loading and unloading upon the arrival of ships.

At the SGTD port, mechanical handling is preferred over manual handling because
we are dealing with very heavy containers that humans cannot load and unload without
the help of appropriate tools for that.

So in this section I will talk to you about mechanical handling agents and their
different tasks to accomplish:

SGTD plans all of its container terminal activities using the Navis system.

First, we have the operations manager who leads the teams; he is in charge of 3 teams.
based on 8-hour shifts and each team is composed of:

• A supervisor; team leader will assign to each person the tasks they are supposed to do.
• Two shift planners
• A space planner
• Two traffic dispatcher agents
• A yard planner agent (park manager)
• A hoisting team mainly made up of agents stationed at the top of the cranes
board or the quay cranes that are in control of the handling through the cranes.
• A team from HP, meaning PANEL MAN, guides the winch operator.
the inside of the cranes to better drop the goods and avoid damage.
• The maintenance agents of handling equipment
• The container terminal agents

C. Handling equipment at SGTD.

25
The equipment of the container terminal of the DORALEH port in the first phase was
:

6 Super Post Panamax quay cranes (twin lift);

16 RUBBER TYRED GANTRY (RTG)

20 forklifts

But with the opening of the second and third phase, the container terminal has.
present

-8 quay cranes SUPER POST PANAMAX (TWIN LIFT): is a lifting device for
heavy charges, Around the world, they increase the productivity of dock operations.
by reducing downtime.

26
-20 RTG a: lso called stacker truck or self-propelled gantry, is a portal of
handlingofcontainerswho is rolling and automotive and is positioned above a container,
by straddling it, to grab it, lift it (up to 16 meters high), move it, and drop it,
eventually above one to three other containers.

-30 forklifts:pleaselifting deviceand ofhandlingcontainers to the locations

of loading, unloading and even storage, that is to say the warehouse.

-60 tractors: A motor vehicle designed to pull one or more trailers that can contain one or
two containers.

27
Reach Stacker

A Reach Stacker is one of the most flexible handling solutions if you want to use
a small terminal or a medium-sized port.

The Reach Stackers are capable of transporting a container over short distances very
quickly and stack them in different rows based on their access.

Reach stackers have gained ground in container handling in most of

markets due to their flexibility. There are also empty stackers that are used only
for the handling of empty containers.

II. The different stages of handling within SGTD

28
 The delivery time

The handling time is recognized only in port jargon, this time includes between berthing.
(the mooring and towing) of the ship to the dock until departure (unmooring). During
During this long period, activities take place, namely: the resupply of the ship,
the crew's supply of provisions and fuel for other processes that the ship needs.

To calculate, let's take the previously mentioned example. The ship docked at 3 o'clock and left the
platform at 9 PM, so 6 hours of work, let's calculate:

The number of containers handled per hour at the docking station = Number of
unloaded containers / Number of hours, that is: 900 containers / 18 hours = 50 containers that
could be unloaded in one hour

We have a concrete example to present to you in order to understand the real importance of
calculate these moments if suitable for some (shipowners and port authorities). This example
it is about

From a ship AFRICA STAR, which docked at quay 2 of the Doraleh Container Terminal on the 19th
April 2010. Belonging to the ZIM shipping line which has Inchcape Shipping as its agent, and
making its seventh voyage to this terminal. This ship was carrying 500 containers, including 113
should be unloaded and 5 others loaded on board. This makes a total of 118 containers.
handled for this ship. For this, this ship entered the waters at 2 o'clock in the afternoon.
territorial operations of the country, docked at 3 hours and 50 minutes. The handling operations have
started at 4:35 AM and ended at 8 o'clock. This one leaves the dock at 9 o'clock and departs at 9.
hours and a half (the number of containers handled being known beforehand).

2. The number of containers handled based on time spent at the berth.

29
To determine the likely number of containers to unload or load during this
The period will be: First of all, it is necessary to know the time (in hours) spent by this ship at the dock.
So, we know that he docked at 3:50 AM, and that he left the station at 9:00 AM.

Let's calculate: Docking time = 9 h - 3 h 50, which makes 5 h and 10 min at the docking berth. For that,
How many containers can be unloaded in this time?

The names of containers handled during the time at berth are:

Formula: Number of containers handled by the ship (loading and unloading) / Numbers
hours at the dock.

Result: 118CTN / 5, 17 (5H + 10/60) H = 22.82 or about 23 containers have been

handled on time at the docking position.

3. The number of containers handled during the quay operations.

All while pursuing the example, and to clearly identify the different moments of this service, we must
calculate the number of containers that can be handled during quay operations:
First, let's calculate the duration of the operations. The ship started at 4:35 AM and finished at 8:00 AM.

morning. This results in an operation time of 3h and 25mn (8h - 4h35). Logically, it is in this
time periods during which the containers are unloaded or loaded onto the ship. So, what are the
Number of containers handled in one hour at the sub-crane?

118CTN / 3.417 H = 34.53 or 35 containers were handled per hour

during the time of operation spent by the ship at the dock.

Let us recall that this time measures the productivity of the port facilities operated by the
terminals and implements the ability of a team to unload a number of containers called
standard in the norms defined by the Djiboutian port authorities.

4. The number of handled containers during the waiting time.

30
The likely containers that can be handled during the waiting time, that is, the time
between entering the port and docking at the quay and between departing from the quay until leaving the port.
this, the calculations of these numbers, show how much the dead times are to be vigilant for the
eradicate and take corrective measures. So, let's calculate these container numbers
probables that can be discharged:

The AFRICA STAR entered the port at 2 o'clock in the morning, then docked at the quay at 3:50.
which takes 1 hour and 50 minutes, plus 30 minutes from the departure at the dock to the exit
at the port. This waiting time rose to 2h20min (1h50+30). So the number of containers
moved in hours of waiting time amounted to:

Result: 118CTN / 2.33H = 50.64 containers/hour, or approximately 51 containers/hour

could be handled per hour of waiting.

5. The number of containers handled over the total time spent in port.

Finally, to conclude, the number of containers handled relative to the total time spent by the ship.
At the port is a very effective measure of how it should be monitored and controlled.
closer. This

For this, if we apply it to the previous example where the total time is the time in the ship
stayed at the port from his arrival until his departure. These service hours are from 2 a.m.
until 9:30 AM (7:30 AM of stay), we find:

Result: 118 CTN / 7.5 H = 15.73 CTN/H, or 16 containers per hour during the duration of
desserts at the port.

III. How the handling operation is carried out

31
 A. Unloading of the container ship

As soon as the ship arrives at the port dock, the teams get to work; each one has a
specific tasks as well as their arrangements all the equipment to be able to carry out the operation
of handling this ship.

Thanks to the cranes at the docks, that is to say the gantries, the containers were lowered one by one.
teams whose controls are also guided by panel men to be able to do well
place the container on the truck that is then directly taken to the container park where they
will be stored, checked (unpack, packed) and managed until the owner of the goods
declare his goods.

1. The unloading of containers

During the unloading for import, it is necessary to adjust certain details upon entry.
Ethiopian cars at the port dock. The freight forwarder is responsible for unloading the container(s).
The question will present the documents below at the platform barrier:

• The invoice, if it is valid, means that it has not exceeded 3 days including the
the very day of its delivery
• The valid hiring declaration of today.
• The invoice for the containers paid to the sales department.

When the dock workers finish unloading the container, a port agent checks the status of the
container and then take an inventory of the condition of the container in the NAVIS system.
Finally; we establish the interfringe, it is the document that describes the condition of the container and we give this

document to freight forwarders, it is at this moment that the container terminal agents do
so the entry pass for the trucks.

2. The stuffing of containers at SGTD

32
 As for the export, we need to follow the same procedure and submit the same.
documents for the trucks to be able to enter the dock and drop off their containers it is-
to present the invoice, the hiring declaration, and the container invoice but
especially take inventory of the containers in order to input it into the NAVIS software.

The loading operation is not as easy as the unloading operation because we must comply with
certain standards so that there is no breakage, overload, or even damage
package; we will need to check the following criteria:

Make a loading plan prior to loading;

Place the heaviest packages in the center of the container;

Do not put all the weight on the same side of the container. Center the package on the plane;

Do not place a tall package in the middle of the container if it is surrounded by small packages;

To plan the positioning of the packages;

Gerber at the front while taking weights into account (remember to add the weights to comply with the

distribution in the container). Take into account the density of the packages (weight in relation to the

volume);
Do not stack at the back if the packages at the front are not stacked or if they are smaller.

height. Place the heaviest packages at the front while considering the weight;

33
 3. the handling of containers from the ship to the parks

Different lifting devices are used for loading and unloading ships.
allow lifting heavy and bulky loads (generally ofcontainers
maritime) ato move them to the docks or to transfer them directly to the container park.
They are adapted to the specific needs of port infrastructure.

• There are two types of operations in the container yard: loading operations
and the unloading and storage of containers.
• The loading and unloading of ships docking at docks 1 and 2 is carried out at
the help of the six large gantries of the 50-ton port.
• Running on large amounts of gasoline, they move on rails.
and cannot leave along the rail. Equipped with modern parts.
• The storage itself is done by 16 RTGs each with a capacity of 10 tons. The latter having a
heavy goods vehicles that cannot move on rails therefore have their own areas of
circulations. Thus, the port has built areas of great resistance for these machines.

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Part 3

35
 I. ANALYSIS AND INTERPRETATION.
A. The SWOT Method
The SWOT analysis or SWOT matrix, from English Strengths, Weaknesses, Opportunities, Threats
is a tool forbusiness strategyallowing to determine the strategic options
envisaged at the level of astrategic business area.
This model was developed in the 1960s by Learned, Christensen, Andrews, and Guth.
four professors from Harvard Business School, which is why it is sometimes called
Harvard model.

Conducting a SWOT analysis involves making two diagnostics.:

✓ External diagnosis, that is to say, to identify and spot opportunities and threats.
present in the environment.
✓ Internal diagnosis that identifies the strengths and weaknesses of the business area
strategic. These can be determined using a series of analytical models.
strategic.

The opportunities of the SGTD port.

The port of Djibouti DCT, known as SGTD, currently has many

advantages such as its current position, its hinterland, its port infrastructure.

First of all, it is recognized for its geostrategic position located at the entrance to the south of the Red Sea.
at the intersection of the main international maritime routes connecting Asia, Africa, and Europe

It is a minimal deviation from the main East-West trade route and constitutes a
secure regional center for the transshipment and relay of goods.

The DCT port also benefits from our hinterland, which is Ethiopia, a very rich country.
Naturally and in very large progression, it continues to import and use our ports knowing that 90%
goods that dock at the port and are destined for Ethiopia and are directly transported by truck
or railway. Ethiopia depends on our port and enriches our market on its own, DCT is
perfectly located to serve the COMESA market, connecting 19 countries and 380 million people.

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 2. The threats of the SGTD port.

DP World is an obvious threat; by severing ties with it, the port of SGTD was created.
a main competitor. It has just taken control of the port of Aden, a direct competitor of it
from Djibouti, but known as "less safe." What will he do with it? One of these two sites will become the
main outbreak port of the region. It remains to be seen which one.

Our competitors in Oman, the port of Salalah is becoming increasingly modernized and gaining more
equipment, technologies and infrastructure and increases productivity.

But also DCT adopts a pricing policy slightly more expensive than regional ports and a
complex marketing policy.

3. The advantages of the SGTD port.

It has ultra-modern infrastructure, eight latest generation gantries (Container)

Handling skull).

16 Playground frame (travel), About ten front lift trucks with spreader.
top spreader), 60 Truck also called Mafi (road chassis). Flexibility of work, indeed we work
24 hours a day, 7 days a week and the working hours are divided into three shifts of 8 hours.
but it also has an ISO 28000.

The property of the DCT land is 6,935,757 m² leased by the State and currently has
several handling equipment such as RTGs, forklifts, tractors,
spreader... etc. to be faster and more supple and flexible in order to follow the operations of
manipulations because it makes it active and provides profitability to the port.

DCT is particularly based on container transport. It should be noted that transport by

The container substantially reduces transportation costs: about twenty times less than bulk.
The main factor behind such low transshipment costs lies in its speed and flexibility.
transfer operations are quick and minimal. A modern container ship has a capacity
3 to 6 times higher than that of a conventional cargo. It is mainly a time gain of
Transshipment: 10 to 20 hours are enough to unload 1,000 TEU compared to 70 to 100 hours.
for a similar bulk quantity.

Moreover, a reduced docking period corresponds to an increased potential for navigation, this
which translates to better profitability for operators knowing that a ship at rest is
profitable point. This is how one can best symbolize the container market by being there
holding on firmly, either by staying in the tow and hoping that the rope will give way at the last moment
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possible, with all the risks that it may entail, particularly by dragging in its fall
the entire economy of the country.

4. The weaknesses of the SGTD port.

Every advantage has its disadvantages and vice versa, the use of SGTD is not so perfect.
as it is claimed because on a global scale this port is too slow, does not have large areas of
storage and it is the source of numerous defaults.

• First of all slow in terms of handling and time spent at the dock due to
effective large handling machines such as mobile cranes, cranes
floating etc. More there is, less handling materials are lost enormously.
temporary what will not be beneficial for the port's performance.

• The port will reach its storage capacity to accommodate many ships.
storage will be insufficient. If the storage capacity of the port is saturated, there will be less
come to the entrance and we will be overloaded so that is also a factor that is at risk
impacting the port's performance.

• As you know, Djibouti has no natural wealth apart from salt.

nothing else that can be exported. What makes it disadvantageous is that this country imports
much more than we export and the majority of our imports are destined for Ethiopia,
what also kills our port and our country.

• We all know that the port workers also pose a huge problem either due to the lack of
quality of operational staff skills on the ground (dls) or by their lack
of negligence and experience. Some arrive late and others are absent, the port is a
places where we cannot tolerate delays and absentees. But especially their lack of
a port staff must have at least a degree in logistics
transport or having completed a 2-year training at DCT to learn the roles of
profession.

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SWOT Table
Ultramodern infrastructures 8 latest generation gantries
16 RTGs, about twenty forklifts and nearly 40 trucks
24/7 accessibility to work and ease of movement.
The layout of the ISO 28000 software.
FORCES the surface of its land.
the specifications for a unique transport, that is to say the transport of
containers

Overloading of storage capacity

Lack of quality skills of operational staff on
the land
Lack of natural resources, we are a country
WEAKNESS importers and exporters
We lack more handling equipment to fight against the weather.

the geostrategic position

Port infrastructures
OPPORTUNITER oSon hinterland (Ethiopia)

The competition of regional ports

the competition of international ports
MENACE DP World has become our enemy
The pricing policy is more expensive than the regional ports

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 B. The distinction of SGTD compared to neighboring ports

a) Difference between the SGTD port and DMP.

The DMP port, in comparison to the SGTD port, has only 4 cranes available.
Handling these containers is why SGTD is much more efficient.
in this area and are much more productive and suited for container handling.
Let’s take an example:

SHIP PERFORMANCE IN TIME SPENT AT DOCK

0Names from CTN Name of TEU name for elapsed time at

handled TEU/Cranes the 4 gantries platform on time

1000 60 240 4h

1000TEU/240CTN (60CTN*4P) = 4.16 hours or 4 hours and 10 minutes at the dock:

What if we now used the 8 gantries of the DCT port:

1000CTN/480CTN (60CTN*8P) = 2.08 hours or 2 hours

SHIPPING PERFORMANCE DURING TIME SPENT AT THE DOCK

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 Names of CTN Name of TEU name for time spent at
handled TEU/Crane the 8 gantries platform on time

1000 60 480 2h

Interpretations.

So, we can see very well that the use of a maximum number of gantries amounts to
increase the productivity of teams, equipment, the port, and the dock. This shows
that the productivity achieved can only be done by optimizing waiting times
ship operations at the dock

B) comparison between the facilities and equipment among Eastern countries

We will try to outline in this second phase, the facilities specific to each port in order to
to better understand the reasons for the effectiveness of these ports. It would be more prudent to establish a
comparison focusing on details rather than a general perspective. The table below
list the characteristics of each Port studied, namely: the container terminal, the terminal
bulk carrier, and the oil terminal.

Port of Port of Port the Port of Port of

Djibouti Doraleh Sudan Mombasa House of the
Peace

Capacity

Terminal à
container

Name from 1 1 1 1 1
terminals

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 Capacity 1.2 million 1.5 million 3 million less 11 million of
annual of tons of tons tonnes million of tons
tonnes

Zone of 12 000 EVP 700 000 400,000 137,000 m 250,000

storage of the m tonnes EVP
containers

Name of 2 2 3 5 3
Which

Length of 2*400 m 2000 m 600 m 964 m 540 m

Quay

Water wheel 12 m 18 to 20 m 11 to 12.2 m 10.36 11 m

Equipment

Porticoes 4 8 8 4 4
mobiles

Porticoes from 10 16 11 12 16
park

Reach stacker 11 10

Interpretation

With a storage capacity of 700,000 m and a reception area 2000 m long

from 18 to 20 m deep, the Port of Doraleh is undoubtedly the best equipped for
welcome the traffic of containerized goods. Indeed, operational since February 2008, the
The construction cost of the container terminal at Doraleh port has exceeded 350 million.
of dollars.

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Despite this good position, the domination of the Doraleh port at the regional level is not yet established.

these days. With a storage capacity of 400,000 tons and a reception area less
obvious with regard to other ports, the Port of Sudan has the largest capacity to accommodate
annual (3 million tons).

II. The 5M Method

A. The Recommendations.
In my opinion, the port of SGTDne continues to improve and could be one of the leading ports.
Performing in the African continent is the main priority.

Our port is nothing without handling or without its equipment, its infrastructure as well as these
agents. I will communicate all the solutions that I could offer to the SGTD to be able to
improving the productivity of the port by taking the example of the ISHIKAWA diagram in 5M:

Method:

To avoid delays, new technology is required, meaning a new method of

park management even though the Navis system is the most efficient.

Acquire new methods, the most modern ones, as it will also improve management.

Labor:

Train the staff to better meet the quality and competence required in the service.
from Terminal to Container.

Staff training in English is mandatory.

To avoid understaffing, new staff with qualifications must be recruited.

Bachelor's degree in Logistics and Transport.

Performance bonuses must be granted to reward their dynamism and creative spirit.
their ability, those who work diligently,

Take punitive measures to prevent absenteeism and tardiness.

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For anyone who makes an abundant post, there will be a request for explanation and a deduction.
on salary.

Environment:

Goods must be stored properly to facilitate handling and save time.

Recruit staff responsible for the cleanliness of the port to enhance the image of the service offered.

The container park needs renovation, that is to say new spaces for storage.
separate goods and hazardous goods, as this will reduce risks
possible events that could happen.

4) Material:

We need to order more sophisticated handling equipment like the gantries.

park, mobile cranes, front lifting forklifts, new tractors, and a scale
to facilitate handling and save time as this will improve the quality of service of the DCT.

CONCLUSION

In conclusion, I am completing my year-end port project and how it is practiced in

the port area including the different equipment used to facilitate loading and
unloading and rendering the simpler work but also 00 the different forms of
handling.
The handling of goods is also important in supply chain management.
Thus, it is omnipresent in the universe of all types of transport whether it be road or

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freight handling. The handler is responsible, among other things, for loading the trucks,
to carry out temporary storage in the warehouse as well as the unloading of transport vehicles
upon delivery of the products.

This handling operation is crucial because without it, the port would not know how to function.
could not benefit from all these qualities.
It makes the port faster, more efficient by achieving more with less.
of costs and accessibility and ease of moving, relocating, storing goods.

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