Recommendations to enhance the loading and unloading container procedure at quayside
in Vietnam Container Shipping Joint Stock Company - Green Port

PREFACE

I declare that this report is my own unaided work. It has not been submitted before.
If violated, I am solely responsible for and bear the punishments of the Institution
and University.

Student Name and Signature

Vu Thi Thuy Tien

Vu Thi Thuy Tien – GMA02

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ACKNOWLEGEMENT

Firstly, I would like to express my sincere gratitude to my advisor - Master Tran
Hai Viet for the continuous support of my study and related research, for his
patience, motivation, and immense knowledge. His guidance helped me in all the
time of research and writing of this thesis. I could not have imagined having a better
advisor and mentor for my study.

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TABLE OF CONTENT
PREFACE……………………………………………………………………………i
ACKNOWLEGEMENT............................................................................................. ii
TABLE OF CONTENT.............................................................................................iii
LIST OF ABBREVIATIONS……………………………………………………….v
LIST OF TABLES………………………………………………………………….vi
LIST OF FIGURES…………………………………………..……………………vii
INTRODUCTION………………………………………………………………...viii
CHAPTER I: LITERATUREREVIEW ..................................................................... 1
1.1 Overview of seaport ............................................................................................. 1
1.1.1 Concept of port ................................................................................................ 1
1.1.2 Classification of Ports ..................................................................................... 2
1.1.3
1.1.4
1.1.5
1.2
1.3

Functions of Port ............................................................................................. 2
Economic meaning of Port .............................................................................. 2
Factors and trend effect the port development ................................................ 3
Main areas in Port ............................................................................................ 6
Main contents of container .............................................................................. 7


1.4
Definition of quayside, quayside operation activity, loading and unloading
cargo process at quayside……………………………………………………………8
CHAPTER II: PROCEDURE OF LOADING AND UNLOADING CONTAINER
AT QUAYSIDE IN GREENPORT.............. ………………………………………10
2.1
Overview of Greenport .......... ………………………………………………10
2.1.1 Facilities ............ ……………………………………………………………10
2.1.2 Quay system………………………………………………………………...12
2.1.3 Channel of port .............................................................................................. 13
2.1.4 Organizational Chart ..................................................................................... 14
2.2
Procedure of loading and unloading cargo at quayside in Green Port .......... 15
2.2.1 Ship arrive at Green Port ............................................................................... 15
2.2.2 Ship arrive at alternative port ........................................................................ 23
CHAPTER III: EVALUATION ABOUT THE PROCEDURE AND
RECOMMENDATIONS TO ENHANCE THE LOADING AND UNLOADING
CARGO PROCEDURE AT QUAYSIDE IN GREEN PORT ................................. 26
3.1. Evaluation the advantages and disadvantages of procedure ......................... 26
3.1.1 Advantages ................................................................................................... .26
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3.1.2 Disadvantage.................................................................................................................................. 27


3.2. Recommendations to enhace the loading and unloading container procedure
at quayside in Green Port ......................................................................................... 29
3.2.1 Suggestion for information technology .......................................................... 29
3.2.2 Suggestion for facilities and machinery ......................................................... 29
3.2.3 Suggestion for human resources……………………………………………. 30
3.2.4 Suggestion for administration formalites ....................................................... 30
CONCLUSION ........................................................................................................ 32
REFERENCE ........................................................................................................... 33

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LIST OF ABBREVIATIONS
PL-TOS Portlogics-Terminal Operation System
LCL

Less Than Container Load

ISO

International Organization of Standardization

WTO

World Trade Organization


RF

Reefer Container

DG

Dangerous container

TEU

Twenty-foot equivalent units

CFS

Container Freight Station

C/O

Chief Officer

FTZ

Free Trade Zone

EDI

Electronic Data Interchange

C.O.R


Cargo Outurn Report

ROROC

Report on receipt of cargo

OT

Open Top Container

OPS

Operations Plan Layout

CMC

Container Movement Card

MC

Monitoring and control

CHE

Container handling equipment

HHC

Hand Handling Container


VHF

Very High Frequency

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LIST OF TABLES
Table 2.1.1: Ship-shored facilities…………………………………………………11
Table 2.1.1: Container Yard Equipment…………………………………………...11
Table 2.1.2: Quay system…………………………………………………………..13
Table 2.1.3: Organizational Chart………………………………………………….14
Table 2.2.1.1: Plan of loading and unloading container at quayside in Green Port..15
Table 2.2.1.1: Steps of loading and unloading container in alternative port………23

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LIST OF FIGURES

Picture 2.1: Green Port Layout……………………………………………………10
Picture 2.1.2: Channel of port…………………………………………………..…14

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INTRODUCTION
In the current integration trends, the world economy is changing constantly, which
step into the phase of diversity integration and this trend takes place strongly. In this
general situation, Vietnam has achieved a large number of noticeable achievements,
specially joining the World Trade Organization (WTO) in November 2006. This has
enormous implication for Vietnam’s economy, especially in foreign trade activities,
in which contains port operation service, play an important role for the development
of Vietnam economy.
Mentioning to transport activities, we have to mention to the transportation because
most of activities of forwarding export and import cargoes chose this method of
transport. Port is an integral part of the transport system of inland cargoes transport
in the international trade, 80% of goods are transported by sea. Port, which not only
serves for the travel needs for mankind, but also is a place to exchange goods for
domestic and export demand, that contributed to boost the economic growth.
Nesessation

In reality, there are many topics, newspapers, and special subjects related to
seasport such as: investment in building seaport, investment in operating
infrastructure of seaport, developing port services… However, there is no

document, topic about the port operation in seaport and having some suggestions to
enhace the efficiency of operation activities in these operation areas, especially in
Hai Phong Port area. In a seaport, it has many port operation areas, in which is
quayside. Therefore, reseasrching about loading and unloading cargo process in port
operation activities in Hai Phong Port area will be more practical.
With the general situation of the economy, Green Port – one of the subsidiaries of
VICONSHIP has steadily related to the process of economic integration in the
world. Green Port is on stream in September 2004 with mainly containerized
cargoes. And I chose Green Port as an ideal place for me to do my research related
to loading and unloading cargo process.
During practice and learn at Green port, with the knowledge of a student of the
Global Maritime Affair, with the desire to contribute significantly to the
development of the port, I have chosen a topic:” Recommendations to enhance
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the loading and unloading container procedure at quayside in Vietnam
Container Shipping Joint Stock Company - Green Port”.
Research Object

This research will help to learn more details about the problems associated with the
unloading and loading cargo at quayside. On that basis, bring out the most objective
assessment of the quality of service that company provided.
Research Scope
This dissertation’s information is collected within the 1- month internship, from

August to September. During this period, I had chance to observe loading and
unloading container procedure in Green Port and gain knowledge and experience to
complete this dissertation.
Methodology of the research

For the research, I use both primary and secondary source to collect informaiton.
Firstly, with primary source, observing the operation at quayside in Green Port to
collects informations. Secondly, with secondary source, informations are selected
that related to operation activities in Green Port, researches, books, journals related
to quayside operation, loading and unloading container in quayside.
Limitation of the research

During the process of researching this topic, there are some limitations in carrying
out this dissertation. To begin with, researching and evaluating loading and
unloading container need to take a long time. Because of time shortage, this
dissertation is not conducted well. Information is seleted by observing and
researching in the appointed time, thus, the lack of information is unadvoided. Next,
during observing the real process of loading and unloading container, it is not easy
to oberserve all process because it is really dangerous and it hard to go nearby, thus,
the degree of accuracy of data is not totally perfect. Besides, with the limataion of
knowledge, giving some suggestion to enhace the efficiency of loading and
unloading cargo at quayside in Green Port is really hard.

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Research Findings

This dissertation provides information related to understanding of quayside,
studying of operation activities in quayside, especially loading and unloading
container activity and brings out some suggestions to enhace the loading and
unloading container procedure at quayside.
Structure of research

There are 3 main chapters:
Chapter 1: Literature review
Chapter 2: Procedure of loading and unloading container at quayside in Green Port.
Chapter 3: Some recommendations to enhance the loading and unloading container
procedure at quayside in Green Port.

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CHAPTER I: LITERATUREREVIEW
1.1 Overview of seaport
1.1.1 Concept of port
According to Chapter IV, Article 59 of Vietnam Maritime Law in 2005 stipulates that:
Seaport is an area that includes port land and water, built with infrastructure and
installed equipment for sailing in side and outside of ocean port, loading and
unloading goods, and implement other services.

Port land is the land that is limited to bulidquay, warehouse, yard, workshop, head
office, service facility, traffic system, communication system, electricity, water, other
building and installed equipment.
Water is the area that is limited to establish the water region in front of quay, returning
area of ship, anchorage area, transshipment area, welcome and disembarkation areas,
quarantine area and other constructrion.
Seaport has one or more ports. The harbor has one or more quays. Port consists of
crane, warehouse, factories, office building, service facility, transportation system,
communication system, electricity, water and so on. Quay is a fixed structure that
belongs to quay, used for ships anchor, loading and unloading cargoes….
The infrastructure of seaport contains port infrastructure and public infrastructure
seaports. The infrastructure of port including, water area in fornt of quay, warehouse,
yard, factories, office building, service facilities, transportation systems, utilities,
channels of ocean port and other constructions were built, and fix installed at the port
land and water area in fornt of quayside.
Public port infrastructure contains channel of seaport, maritime signaling system and
other constructions. Channels of port is a limited area in from sea to the port, and that
is confirmed by the maritime signaling system and other construction to ensure that
ships and other transportation mean is safe when sailing in side and outside of seaport.
There are some other definitions about port:

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(1) Port is where for ships anchor or where to serve ship and carriage cargoes on

that ship, and it is considered as an importation traffic hub in transportation
system and logistics.
(2) Port is not the beginning or the end of a transporting process, which is a
rotating movement of goods and passengers.
(3) Seaport is a logistics center.
1.1.2 Classification of Ports
- According to the basic functions of seaport, it contains: commercial port,
passenger port, industrial port, fishing port, and military port...
-

In term of exploitation: general port and specialized port

-

In term of nature: natural port and artificial port

-

According to the technical quality of the erection of ports: close port and open
port

-

In term of the scope of port management: national port, city port and private
port.

-

Size: Seaport type I that is a particularly important port, has large scale to serve
for the development of society and economy of a country. Seaport type II that is

an importation port, have medium scale to serve for the development of society
and economy of regions and localities. Seaport type III has small scale and only
serve for business activities.

1.1.3

Functions of Port

Article 61, chapter 4, Vietnam’s Maritime Code 2005 regulates the function of ports:
-

Ensuring the safety of sailing in side and outside of seaport

-

Providing means of transportation and needed equipment for ships anchor,
loading and unloading cargoes.

-

Providing transport services, unloading, storage and preservation of goods in
port.

-

Allow ship and other transportations shelter and repair, cure or conduct to many
necessary services in emergency situation.

-


Providing other services for vessels, human and goods.

1.1.4 Economic meaning of Port

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As a fact that seaport is a vital link in the chain of national transport system and
international economic, seaport have a significant economy meaning and that show
some following aspects:
-

Contribute to improve the economic structure of backward area, speed up the
development of industry, agriculture and import - export goods.

-

Have meaning in the growth of the national fleet.

-

As one of the important sources through export many services on the spot that
bring foreign currency to the nation, and improve the balance of payments.

-


Seaport is a factor to enhance the activities of many enterprises, other services
like agency broker, supply, expertise, travel and others.

-

Seaports have a vital meaning for the construction of the city’s port, create the
center of industry, trade, services and tourism, handle with job for the port
citizens.
The economic significance of port depend on the position of port construction
as well as national development in all aspects of economic and culture of the
country.

1.1.5 Factors and trend effect the port development
A, Impact of the process of globalization to develop port
National governments have a close cooperation in order to create community and
organization of free trade. Cultural consumption has spreadall around the world
through the media and the products of many multinational companies. This is
globalization – a process being developed at high speed. Cheap and effective transport
is a form of factor from globalization, but the influence of globalization in the
development of port is much bigger than this.
The most significant effect of globalization is the growth in world trade. Despite
experiencing a global economic depression in 2008 – 2009, the level of increase in
global trade activity was 5% in 2001, forecasted to grow only 3,7% in 2012. However,
value of global trade in dollar term went up by 19% in 2011, to a record with 18,2
trillion USD, surpassing the peak of 16,1 trillion in 2008. The main reason is the rise
of the price of materials. The value of trade services rose to 11% (4,2 trillion USD).
The forecast for 2012 of WTO was based on the assumption of global economic
growth at 2,1 %.


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World trade patterns have changed significantly by the process of globalization in
production and consumption. Many factories have shifted toward to the Far East,
where the distributions of cheap labor force and young generation in instead of
locating in some locations in Europe and North America as before. Due to the low cost
of transportation, goods after manufactured and that were transported backward to
Western market, which brings to high profit. The own manufacturing process can be
divided into many parts and be located in many different countries, semi-finished
products are transferred from one country to another country for assembly and then
transported to other continents to consume. The process make the international
maritime center shifted to Asia and that led to the growth of many harbors in Asia area
as the largest and the most efficient port in the world.
The globalize market leads to the global competition. Prices of good tend to be fell by
the international competition. The pressure of price also impacts on the transport
industry. In the middle of the 19th century, the international maritime faced with the
rising transport cost through the development of the unified transport system, typically
container transport system. As a result, time of ship in port went down from several
days or even weeks to a few hour. Besides, port decreases the number of labor force
because of the standardization of operating cargoes process. Realizing the efficiency
economy can be achieved due to the advantage of economic scale, larger vessels are
also more built with the less participation of crewmember. Efficient port operation
rose significantly due to the use of information technology and computer systems,
which contributed to the efficient port management.

Port is a link of a global supply chain. Choice of port is base on the cost of port
services. Selecting port is not only the own decision of the ship owner but also that
consider to the total cost of entire supply chain. For example, Rotterdam port becomes
an important port in Europe because of having a deep - water port, effective yard
system, roads system, railways and inland waterway connect with the Europe center
conveniently.
In recent years, many ports in the world have become multinational companies. For
example, Singapore port has become the Singapore Port Group (PSA Corporation),
which take part in invest in building, owning, exploiting many ports in Europe, India,
China and East Asia. Other famous multinational enterprises are DR world and
Huchison Whampoa. Business has muti-national porthave trend to increase
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expectation on upgrading standards and enhance the efficiency of port operation
services. The development of a port affects other ports and this process can be copied
and increases the implicit competition between ports.
B, The impact of international transport on the port growth
-

Containerization

Container started being used in all over the world since the early 60s and container
transport continues to grow in liner business form and increasingly consolidating
its role in international transportation. This requires more investments in container

port and handling equipment. Container transport is the premise basis for
developing forms of multi – modal transport. Moreover, container impulses the use
of Inland Clearance Depot (ICD), it means that customs procedures and the closure
or gutted cargoes from container will be carried out in another place, not in port.
This thing reduces congestion and improves the possibility of port’s container yard.
The process also helps to standard the management of administrative formalities in
port: control documents and cargoes through port; prepare administrative
formalities and other tasks of the port management. Containerization is a crucial
step to conduct automated documents and port operation.
-

Multi-modal transport and inter- modal

Forms of multi-modal transport and inter – modal are developed and that related to
transport by land, railway, waterway and airway. Containers are transported under
standardizing documents through different forms of transport that allow offering
general transport costs. The shipping passage is unimpeded through port and it will
be easier in procedures and documents.
-

Mechanization and automation in handling activity in port

The mechanization and automation extensively to accommodate with modern ships
that makes the handling productivity increase substantially. Besides, this thing will
put port into the competitive position and affects the commercial development.
Some countries, which have no modern port system (causes the increased handling
costs, rising turnaround time that lead to going up of port’s cost) will face the

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limitation when developing trade, compare with other nations that have the same
imported cargoes but they have a modern port system and work effectively.
-

The trend of shifting vessel to river mouth to ensure the vessel’s draught.

Because of the growing trend of the vessel’s tonnage, the inland ports are
becoming unfavorable for the landing of many larger tonnage ships. Therefore, to
become a major port in region, ports have attended to shift to river mouth or
inshore, where have better fairway depthand also close to international transport
routes.
-

The category of vessels becomes more plentiful

Number of vessels is growing significantly in functionality and size. For instance,
bulk carriers can be divided into several types with different names such as: Handy
size, Handymax, Panamax or Capesize… With tankers and liquefied gas are
classified into many categories that known as Coater tanker, Aframax, Suezmax….
Container ships also are increasing in variety and size.
-

Formation of free port and free trade area


Within 50 years, free trade areas, which is abbreviated as FTZ (Free Trade Zone) is
growing strongly in the developed countries and developing countries. In 1970,
there was only a few nations accept to open many free trade zone, until 1977, there
were 850 free trade zones in global. The developments of rail system and
information technology that reduce the number of documents in trade and
developing Ro-Ro transportation also have impact on the development of seaports.
1.2

Main areas in Port

Currently, port consists of two operating area, water and land area. These two
areas are where providing many kinds of available services in port. However, the main
operation areas are really important that including quay area, warehouse and yard area,
operation area, and port’s gate area. These exploiting areas are invested, set and fit up
with modern facilities, machine, and equipment for operation activities in port.
Depending on subject at port (vessel, passenger), these operating areas have different

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features, structure and facilities. On the other hand, they all have one thing in common
that providing various types of service for ships, cargoes, and passengers.
1.3

Main contents of container


A, Definition of container and cargo transported by container
Definition of container: In January 6th, 1964, the International Standarzing
Organization (ISO) gave a general container definition. Until now, many countries in
the world are applying this definition of ISO. According to ISO, container is a
transport tool, which have some features: fixed shape, durable, can be used many
times, with special structure to facilitate the carriage of one or multiple transport
vehicles, cargoes have not to handling on the way, and having own equipment to
facilitate handling cargoes or change from this tool to another ones. Besides,
containers have special structure that convenient for loading and unloading cargoes,
and they have a capacity of not less than 1m3.
The size of container that follow Series 1 of ISO standard, are built base on container
10 feet. International standard containers have a length of 20 feet or 40 feet (TEU).
Containers that have a non – standard size mainly have 45 feet length. The width of a
standard container is 8 feet. The height of standard containers is 8 feet or 8 feet 6
inches. Currently, the world often use container with a height of 9 feet 6 inches. ISO
has issued another series of container size.
Tare weight of a container is weight of empty container, and it not includes goods and
materials inside that container. Payload is the volume of carried goods inside a
container. Gross weight contains tare weight and payload. The majority of shipped
goods in containers use most of capacity of containers, not tonnage of containers.
Strength of container is located in the right angle of container, and container is
manufactured to be overlapping without out of shape or broke.
Standardize general container cannot transport all kinds of goods. To make sure that
each type of goods is transported in the most influence way, containers have been
manufactured and developed on the basis of standard containers. These containers
including open top, open side, bulk container, tank, and reefer. Specially, reefers have
been manufactured with the chiller and freezer so it needs outlet in ports and ships to
preserve the goods inside the container under appropriate temperature.
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Container ship is the kind of ship that transport container cargoes often called liner.
The time in port is short, loading and unloading cargoes is really fast, returning time is
small.
The main type of container ship contains: Cellular container ship, roll –on roll – off,
reefer. Currently, the transportation of container goods by sea is increasingly
dominant. The volume of transported container goods account for 50% of the
transported good around the world.
B, Definition of container port
Container port is where loading and unloading cargoes from means of waterway
transport (ship, barge…) or means of transport by road, rail to Container yard (CY).
Container port is usually a part of the larger seaport, including many ports that serve
other types of vessel (bulk, tanker, passenger ship...). However, container port is just
an independent port that located in an advantage position that serves the transport of
container goods.
1.4

Definition of quayside, quayside operation activity, loading and unloading

cargo process at quayside
A, Quayside
This is kind of quay for general cargoes, which is built to allow the majority of many
kinds of ship arriving. At quayside, it has road traffic system to send or withdrawal
goods directly from ship. Therefore, the width of quay is large enough to lays out and

installed machinary, equipment for loading and unloading container cargoes, and to
build way for ship owner’s truck to receive or delivery cargoes directly from the ship.
Equipment for loading and unloading at the quayside contains: RTG (Rubber-Tyred
Gantry Crane), Multi-function Crane…
B, Quayside operation activity
Quayside is one of the most important operation areas of a seaport. Operation activity
at quayside is using available resources in port such as technical infrastructure related
to number of quays, length, width of quay, hanlding equipment, human resources…
combine with the conditions of draught, depth of channel, and other factors as well as
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the coordination with functional department in port, many offices to organize for ship
arrival at quayside, handling cargo and ship dispatching.
C, Loading and unloading cargo process at quayside
Loading and unloading cargo process is a manufacturing process of port. In this
process, worker of port will conduct to loading and unloading option to create
productivity of handling cargo. The process is loading and unloading cargo from this
mean of transportation to another mean of transportation by using available
infrastructure that have specialist responsibility for loading and unloading cargo such
as mobile habor crane, transportation vehicle. Besides, this process is built for each
different period. The change of loading and unloading cargo process is based on the
change in the basis of building up this process.

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CHAPTER II: PROCEDURE OF LOADING AND
UNLOADING CONTAINER AT QUAYSIDE IN GREENPORT
2.1

Overview of Green Port

Picture 2.1: Green Port Layout
Source: Bui Hung Viet – Deputy director of operation center
Green Port is a subsidiary company of Vietnam Container Shipping Joint Stock
Company (VICONSHIP). The quay is located at latitude 20º51 'N, 10643' E, near
Chua Ve Zone in Cam River downstream.
September 2004, Green Port started operating and up to now has experienced more
than 10 years of operation. Green Port performs tasks of seaport operation such as
stevedoring export/import cargoes and providing many logistic services to shipowners
and cargo owners at port.
2.1.1 Facilities
Greenport has a total area of 8 ha with a quay length of about 340 m. At the quayside,
there are 5 mobile harbor cranes including 2 TUKAN and 3 LIEBHERR with a lifting
capacity of 40 to 45 tons, untaken ~ 20 cycles/ hour.

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Table 2.1.1: Ship-shored facility
Components
Length
Width
Load (Berth)
Water Depth
Cargo

Unit
M
M
Ton/m2
M

Capacity of port
Load and Container
Discharge Other
norm
cargoes
Terminal area
Stacking capacity
Tug boat

Tons per year
Tons per hour

Tons per year

LIBERHERR crane

Unit

TUKAN crane

Unit

M2
TEU
Unit

Berth no 1
160
25
4
-8.0
Container and
other cargoes
>=500,000
18 - 20
5000

Berth no 2
160
25
4
-8.0

Container and
other cargoes
>=500,000
18 - 20
5000

23,650
942
1(With capacity
70T)
1(With capacity
40T)
1(With capacity
40T)

23,650
942

2(With capacity
40T)
1(With capacity
40T)
Source: viconship.com

Greenport can contain a maximum of 6500 TEU, optimal 5500 TEU. The port cans
contain from 800 to 1000 refrigerated containers with more than 700 reefer plugs.
There are main types of equipment in Container Yard (CY):
Table 2.1.1: Container Yard Equipment
Name


Number of unit

Capacity

Handling/
Transfer Speed

Straddle Carrier

10

40 tons

300-350m/ min

Reach Stacker

3

45 tons

80-100m/ min

Tractor + Chassis

15

5 mins/ container

Source: Bui Hung Viet – Deputy director of operation center


Vu Thi Thuy Tien – GMA02

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Recommendations to enhance the loading and unloading container procedure at quayside in
Vietnam Container Shipping Joint Stock Company - Green Port

Mobile Habor Crane

LIBERHERR

Reach Stacker

Forklift truck
Source: Vu Thi Thuy Tien

2.1.2 Quay system

Moblie harbor crane

Vu Thi Thuy Tien – GMA02

LIEBHERR

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Recommendations to enhance the loading and unloading container procedure at quayside in

Vietnam Container Shipping Joint Stock Company - Green Port

Table 2.1.2: Quay system
Component
Quay of Green Port

Unit

Number

Length

M

480

Width

M

25

Ton/m2

4

M

8


Capacity
Depth of water
Crane on rail-way (Capacity of 40 ton)

5

Forklifft truck with frame (Capacity of 40
ton)
Area of yard behind quay

17
M2

50.550

Source: Research on real process of operating quay container at HaiPhong Port area
Green Port have quay system with total of length of surface is 340 m, which contains 2
main quays with the length of 160 m. These quays could receive two ships with 10,000
DWT at the same time.
2.1.3 Channel of port
From Pilot Point (Buoy No. 9) at Nam Trieu to Greenport through Bach Dang River,
Hai Phong:
- The navigator: 20040'00N - 106050'00E.
- Length: 30 km
- Tidal: diurnal tide, the highest disparity: 4,23m
- The largest ships can receive: 10.000DWT

Vu Thi Thuy Tien – GMA02

Page 13



Recommendations to enhance the loading and unloading container procedure at quayside in
Vietnam Container Shipping Joint Stock Company - Green Port

Picture 2.1.2: Channel of port
Source: Bui Hung Viet – Deputy director of operation center
2.1.4 Organizational Chart
Table 2.1.3: Organizational chart

Board of Management

General
Financial Dep.

Wharf Leader

Business Dep.

Yard Leader

Equipment &
Technical Dep.

Operation
Centrer Dep.

Forwarding

Security Dep.


Statistical
Logs

Source: viconship.com

Vu Thi Thuy Tien – GMA02

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Recommendations to enhance the loading and unloading container procedure at quayside in
Vietnam Container Shipping Joint Stock Company - Green Port

2.2

Procedure of loading and unloading container at quayside in Green Port

2.2.1 Ship arrive at Green Port

2.2.1.1. Plan of work
Content of loading and unloading container procedure at quayside contains some
following basic steps:
-

Step 1: Making plan

-

Step 2: Conduct to discharge cargo from ship


-

Step 3: Conduct to load cargo to ship

-

Step 4: Finish to operate cargoes

-

Step 5: Arrangement for ship dispatch

Table 2.2.1.1: Plan of loading and unloading container at quayside in Green Port
Shipping company
send manifest,
information of
cargo.

-

-

Shipping company
send loading cargo,
manifest of dangerous
cargo…

Green Port
Receive information=> Making plan

Lay out workers, vehicle of
transportation, loading and
unloading equipment
Arrange to unloading container.
Finish to unload container, liquidates
and hands over imported container.

-

-

Vu Thi Thuy Tien – GMA02

-

-

Green Port
Receive information => Making plan
for loading cargo
Provide stowage plan, loading list to
the related unit to conduct to loading
cargo.
Finish to loading cargo, liquidates
and hands over document.

Green Port
Check the safety of water area in
front of quayside, conduct to ship
dispatch.

After ship dispatching, hand over all
reports and documents related to
container operation procedure.

Page 15