UNIVERSITY OF GAZIANTEP

FACULTY OF ENGINEERING

DEPARTMENT OF MECHANICAL ENGINEERING

ME399

ENGINEERING PRACTICE PROGRAMME

PREPARED BY : İLKER ALTINSOY / 200961071

CONTENTS

INFORMATION OF THE COMPANY .............................................................................. 3

Name and Location of The Company ....................................................................... 3

History ......................................................................................................................... 3

Working Area and Structure of MIP ....................................................................... 4

Employement of MIP ................................................................................................. 4

Organization Chart .................................................................................................... 4

INTRODUCTION .................................................................................................................. 5

GENERAL OVERWİEV OF MERSİN PORT ................................................................... 6

TECHNICAL SPECIFICATIONS ....................................................................................... 6

PORT SERVICES .................................................................................................................. 8

Container Services ...................................................................................................... 8

CFS(Container Freight Station) Services ............................................................... 10

Railway Terminal Services ....................................................................................... 11

CONVENTIONAL CARGO SERVICES .......................................................................... 12

Dry Bulk Cargo ......................................................................................................... 13

Liquid Bulk Cargo .................................................................................................... 14

Project Cargo ............................................................................................................ 15

General Cargo ........................................................................................................... 16

Roll-on/Roll-off (RO-RO) Cargo ............................................................................. 17

Passenger Terminal .................................................................................................. 19

MARINE SERVICES ........................................................................................................... 20

EQUIPMENTS AND THEIR SPECIFICATIONS ........................................................... 21

Cranes ........................................................................................................................ 21

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Stackers ..................................................................................................................... 24

Other Equipments and Vehicles ............................................................................. 25

CONTAINER TYPES ......................................................................................................... 26

Container Types by Their Weight .......................................................................... 26

Container Types by Their Types ............................................................................ 26

DEPARTMENTS ................................................................................................................. 35

Engineering Department ......................................................................................... 35

Operation Department ............................................................................................. 35

COST ANALYSIS ................................................................................................................ 37

CONCLUSION ..................................................................................................................... 40

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INFORMATION OF THE COMPANY

1. NAME AND LOCATION OF THE COMPANY

Figure - 1

Mersin International Port Management INC. Which is shortly called MIP. Location of

the port is Yenimah 101. Cad 5307. Sok. No:5 33100 Mersin – Turkey. This location is center

of the city it is both easy to reach from East and West.

2. HISTORY

With the launch of the Adana-Mersin railway in the year of 1886 there occurred an

increase in the number of ships that arrives and departs from Mersin Piers. As seeking faster

loading and discharging possibilities of those vessels first "Stone Pier" and after "Customs

Pier" was constructed by Mersin Municipality.

An experienced port management was needed due to rapid increase in the sea trade

and MERSIN PORT COMPANY was established on the date of 29 August, 1927 with the

partnership of Seyrisefain Agency; Mersin, Tarsus, Seyhan and Ceyhan Municipalities and

Mersin Trade Chamber and Mersin Private Accounting.

The company suffered due to the natural disasters and was decided to be taken over by

the Government following the liquidation decision in 1942. The Decision Numbered K/323

on its assignment to the State Railways and Ports Management General Directorate with a

price of TL 400,000 referring to the 6th Article of Turkish National Security Law was

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approved with the Council of Ministers Decree Numbered 2/17874 and dated on 9 May, 1942

published on the Official Gazette Numbered 5106 and dated on 14 May.

3. WORKING AREA AND STRUCTURE OF MIP

MIP, which was established as a partnership between PSA International and Akfen

Holding, took over T.C.D.D. Mersin Port Management for a period of 36 years on May 11

2007.

Mersin International Port (MIP) located in PSA, has an international port management

network around the globe. Besides having an extensive experience of port management.

Akfen Holding, which has started its operations in 1976, operates primarily in the

fields of airport and sea port investment and management, among other fields such as energy

and various infrastructure investments and the development of real estate investment projects.

Mersin International Port (MIP) is connected via railways and highways with Turkey’s

industrialized cities such as Ankara, Gaziantep, Kayseri, Kahramanmaraş and Konya, and

with bordering countries such as Syria, Iraq and Iran. It is one of the main container ports in

the Mediterranean Region with its transit and hinterland connections with the Middle East and

the Black Sea.

Mersin International Port (MIP) meets a significant portion of Turkey’s import and

export volumes with its vast hinterland, accessible transportation opportunities and qualified

human resources.

4. EMPLOYEMENT OF MIP

Mersin International Port (MIP) has an engineering department there are 4 engineers

which two of them are electrical and electronic engineer other two are mechanical engineer

also this department has many technician. Engineering department main job is maintenance

and fix malfunctions of the work equipments such as cranes, trucks, lifts etc. Some of

technicians are mobile and they try to fix malfunctions on the field, others stays at the

workshop to make routine maintenance and fix malfunctions which cannot be done on the

field.

5. ORGANIZATION CHART

Organization chart of the company is in Appendix A.

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INTRODUCTION

The subject of the summer practice is having a chance to examine the management

and organization of the factory and learn about organizations and relationship between

employer – employee.

I have done my summer practice at Mersin International Port. My internship was 20

working days as usual. I was in company between 17.08.2015 and 11.08.2015.

I spend my first week at workshop I had chance to examine storage unit and

maintenance team. After one week I went to business development more specifically planning

department. This department is the heart of the port every ship comes to port and every

movement they make is planning in this department. That’s why I wanted to see this

department. I have spent my remaining time in business development especially in planning

department.

I had a chance to have knowledge about equipment management, planning, and human

relations between executives and workers. I also have clearly seen that engineering is one of

the most important jobs in an organization from bottom to top. Engineers can organize

workloads with the best efficiency and solve difficulties quickly with minimum damage

besides their technical knowledge.

As far as I concern, these knowledge will be very useful for every engineering student

when they graduated from their faculties and start their job in a company. We will have an

idea about how should we behave to technicians and react to obstacles in our ways during our

work life.

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GENERAL OVERVİEW OF MERSİN PORT

Mersin International Port (MIP) is the import/export gateway for the Central Anatolian,

Mediterranean, Eastern and Southeastern Anatolian regions. Also the transit hub for the

Middle East countries, MIP is connected to domestic destinations and Middle East countries

via road, air and rail.

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Figure – 2

TECHNICAL SPECIFICATIONS

As a result of the ports extensive facilities where services are provided to all types of

cargoes including containers, general cargoes, project cargoes, Ro-Ro, dry bulk and liquid

bulk, passenger services and direct dry bulk handling services from ship to container, MIP is

the only port in Turkey with the capacity to provide all port services in the same port area.

Accomodating 21 berths, the port is able to conduct loading-discharging services to 30 vessels

simultaneously, depending on the lengths of the vessels. An average volume of 22 million

tons of cargo per year is handled at Mersin International Port.

Table – 1

Port Site

Total Port Area 110 Hectars

Total Berth 21

Depth 14 m - 10 m

Container Handling Capacity 1.800.000 Teu / Year

General Cargo Handling Capacity 1.000.000 Tons / Year

Dry Bulk Cargo Handling Capacity 8.000.000 Tons / Year

Liquid Bulk Cargo Handling Capacity 750.000 Tons / Year

Ro-Ro Handling Capacity 150.000 Units-Vehicles /Year

Total Berths Length ( 3255 m)

Container Berths (Total Length 1470 m)

Berth No / Length / Depth 8-11 / 675m / 14m-10m

Berth No / Length / Depth 12-13 / 300m / 12m

Berth No / Length / Depth 17-19 / 495m / 12.5m

Other Berths (Total Length 1785 m)

Other Berths (Draft) 8.5m-14m

Maximum Vessel Capacity Length 305 m

Intended Vessel Capacity   – 18k TEU

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Berth Length 400 m Width 56.4 m Draft 16.5 m

Berth Cranes

Gantry Crane 7

Mobile Crane (MHC) 7

Pilotage-Towage-Mooring Services 24/7 hour

PORT SERVICES

1. Container Services

Mersin International Port is one of the largest container ports in South of Turkey, serving

a wide industrial hinterland in the region with a signficant contribution to the country's

foreign trade. It is connected to all main ports around the world through over 20 shipping

lines making regular calls.

24/7 nonstop service is provided with modern equipments at the Container Terminal with

a total 1470m berth length and 14m draft.

Table - 2

Container Terminal Capacity Information Column1

Capacity 1,8m TEUContainer Berths 6 + 3 ( Multipurpose )

Maximum Ship Berthing Capacity Post Panamax ( 5,000 - 6,500 TEUs )

Container Site Surface Area 35 AhaGround Slot 10,225

Table - 3

Equipment Model Capacity Number

Gantry Crane MŞM-Krupp 50 SVL 40 ton 3Gantry Crane (Post Panamax) LIEBHERR 45 ton 2Gantry Crane ZPMC 65 ton 2Mobile Harbour Crane Gottwald 100 ton 2Mobile Harbour Crane Gottwald 150 ton 2

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Mobile Harbour Crane Liebherr LHM 500 140 ton 2Mobile Harbour Crane 10 ton 1

1.1. Container Terminal Services

Loading / Discharging / Transhipment / Cabotage

Lashing / Unlashing and Twistlock Services

CFS Services

o Container Stuffing

o Container Unstuffing

Inspection, Full Inspection

Reefer Container Services

IMCO Container Services

o IMCO Container Labeling Services

1.2. Container Information Management Systems

24/7 online container tracking with the work orders

Network structure that enables wireless data communication and security over a total

of 110 hectares of port and extension areas.

24/7 monitoring the port and extension areas with 150 CCTV cameras

Running all Port Operations by the Terminal Operating System. (TOS)

Monitoring port operations online by the users

1.3. Loading / Unloading/ Transhipment / Cabotage

Loading / Unloading/ Transhipment / Cabotage services are provided to approximately

1,500 container vessels per year at Mersin International Port.

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As one of the most important entry/exit gates for Turkey’s import, export and transit

cargoes, Mersin International Port has reached the globally accepted container handling

standards (vessel rate-crane rate).

Figure – 3

1.4. X-RAY Inspection and Weighing Services

In parallel to the existing high business volumes, container weighbridge service is

provided by a total of 12 weighbridges located on suitable areas inside the port.

Inspection services over 200 containers per day

provided on 10.000 m2 dedicated area. In addition,

inspection services can also be provided on 15.000 m2

of closed areas within the port area.

1 X-RAY machine is available at the port for

service of Customs Authority.

Figure - 4

1.5. Plugging of Reefer Containers to Electricity and Storage

The Reefer container storage platform at Mersin International Port consists of 600 power

plugs. This number is planned to increase further and can be adjusted according to the

seasonal demand.

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Reefer container monitoring services are currently being offered at the port and the

infrastructure studies for remote reefer monitoring system REFCON, has been completed.

Figure - 5

2. CFS (Container Freight Station) Services

Container stuffing and unstuffing operations of cargo subject to import, export or transit

regimes, either with equipment or labour, are carried out at the CFS areas by expert personnel

and suitable equipments within the CFS Department. In addition, wagon stuffing and

unstuffing services are provided on a daily basis for the regions including Gaziantep,

Kahramanmaraş, Kayseri, Konya, Ankara and Iraq and others.

Stuffing / unstuffing volume and efficiency is increasing day by day with new, supporting

equipment used within the CFS Department.

2.1. Distinguished Characteristics in CFS Services

220,000 m2 CFS area

Yearly business volume of up to 304,000 TEU

Daily mine & marble stuffing capacity of 700 containers

CFS areas connected by railway

Pit for discharging dry bulk cargo connected by railway

Rich equipment park with lifting capacities ranging from 3 to 45 tons

Supportive equipment and attachments for the services given by labours

CFS services for OOG, project and heavy cargo such as yachts and similar non

standard cargo.

2.2. Cargo Types Stuffed And Unstuffed at The CFS

Palletized cargo

Big bag cargo

Pipes

Bale cargo

Steel coils, paper rolls and similar cargo

Frozen food

Bulk cargo

Mine & Marble

Transformers, machinery, yachts etc.

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3. Railway Terminal Services

MIP (Mersin International Port) is connected to Ankara, Adana, Karaman, Konya,

Kayseri, Gaziantep and Kahramanmaraş and other industrialized cities as well as railway

stations across the borders.

Inside the port area there is also a 4 lane railway terminal. With the RTG dedicated to the

Railway Terminal, loading and discharging operations can be conducted simultaneously on 4

lanes without requiring manoeuvres.

3.1. Distinguished Characterictics at the Railway Terminal

Through connection to 5 berths directly loading and discharging to/from wagons

Stuffing/Unstuffing services directly to/from wagons.

CONVENTIONAL CARGO SERVICES

While containerization has revolutionized ocean freight around the world over the past

decades, it still makes up only around 10% of the world fleet. Conventional vessels with

loading bays and stowage areas below deck are of course still very much in demand.

Conventional shipping is mainly used for bulk cargo. This can be unpacked cargo such

as grains, pumped directly from silos at the ports into the vessel's loading bays, or bagged

cargo. Other uses for conventional vessels include the shipping of goods that, owing to their

weight or dimensions, can not be loaded in a container.

The logistics of infrastructure- and other projects often involves shipment of goods on

conventional vessels.

Table - 4

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Multi-purpose Berths 15Berths with direct Railway Connection 5- Max. vessel length 300m- Total berths length 2,280mDry Bulk Cargo Capacity 8,000,000 tons / yearLiquid Bulk Cargo Capacity 750,000 tons /yearGeneral Cargo Capacity 1,000,000 tons / yearRo-Ro Capacity 150,000 units / yearStorage Area 13,517 m2 closed, 468,700 m2 openRo-Ro Area 127,600 m2

Figure – 6

1. DRY BULK CARGO

Loading and discharging performance up to 20,000 tons per day can be provided to post-

panamax vessels size of up to 60,000 tons at Mersin International Port, one of the most

important dry bulk terminals in the East Mediterranean region.

Dry bulk cargoes are handled such as: cereals, pulses, cement, clinker, coal, petrocoke,

gypsum, salt, fertilizer, sand, chrome, iron ore etc.

1.1. Bulk Dry Cargo Handling Equipment

Dry bulk discharged at the Port of Mersin can be stuffed directly into containers in a fast

and efficient manner by using bunkers and chassis with dumpers.

Cargo handled such as: leguminous seeds, rice, soy beans, cereals, lentils, sunflower

seeds, manure, peas, broad bean, wheat etc.

Table - 5

Mobile Cranes with Grabs

2 Liebherr LHM 500 100 tons ve LHM 500S - 140 tons 3 Industrial excavator 10 tons

2 Gottwald GHMK 7608 - 150 tons 2 Industrial excavator 14 tons

2 Gottwald HMK 280 E - 100 tons 2 Industrial excavator 20 tons

2 LHM250 64 tons 1 Industrial excavator 27 tons

1 Industrial excavator 30 tons

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Figure - 7

2. LIQUID BULK CARGO

The loading and discharging of all types of liquid bulk cargo can be handled at Mersin

International Port with 3 mobile quay platforms and 2 conveyor pipelines.

Direct discharging operation can be provided using 2 direct discharging platforms for

cargo types such as p-Xylene, caustic soda, sulfuric asid and asphalt.

Types of liquid bulk cargoes handled include; sunflower oil, canola oil, corn oil, caustic,

palm oil and sulfuric acid etc.

Figure - 8 Figure - 9

2.1. Oil Tanks

There are 23 tanks for vegetable oil storage at the port. The facilities consist of tanks with

a total capacity of 58,000m3 equivalent to 52,000 Tons. All the tanks are equipped with

heating and mixers. Discharging from vessels directly to oil tanks can be carried out through

two pipelines, each with a capacity of 550 tons per hour, in total 1,100 tons per hour.

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Figure - 10

3. PROJECT CARGO

The project cargo handling capacity at Mersin International Port is 140 Tons per piece of

cargo handled with the Port's existing cranes. However, MIP can handle project cargo above

140 tons by deploying vessel's own gear or by allocating additional suitable cranes from the

industry.

Figure - 11

The following project cargo items are handled by MIP, just to mention a few: machinery

and parts, cranes and parts, transformers, facility/plant hardware and equipment, boilers,

concrete plants, cement mills, cased cargo, poles, ovens, energy plant equipment, petrol and

gas well equipment, cylinderical tanks, prefabricated structures, office containers, petrol

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platform parts, all vehicles and carriages handled by cranes or heavy equipment and similar

heavy and/or volumed and/or cargo requiring sensitive handling.

Table - 6

Project Cargo Equipment

2 units Liebherr Mobile Cranes : LHM 500 -100 ton and LHM 500S - 140 tons capacity

2 units Gottwald Mobile Cranes : GHMK 7608 - 150 tons capacity

2 units Gottwald Mobile Cranes : HMK 280 E - 100 tons capacity

2 LHM250 : 64 tons

4. GENERAL CARGO

General Cargo loading and discharging services can be provided on 15 different berths,

out of which 5 have direct railway connections. Thus import/export cargoes can be berthed on

berths with railway connections and can be loaded directly onto wagons.

General Cargo handling capacity at Mersin International Port, is 1 million tons per year.

Bagged, Big Bagged, Bale, Palletized, Slinged, Caged, Cased, Barreled cargoes are among the

types of general cargo handled at the port where all loading/discharging storage and terminal

services are provided in 3 shifts, 24 hours a day, 7 days a week, in warehouses and open

storage areas.

Additionally, the following cargoes can be loaded and discharged: IBC liquid cargo tanks,

sheet and rolled steel, cased, bundle or rubble marbles, attached ingots and block metals,

attached profile pipes, cased glass products, iron bars, wire rod, iron products, paper bobbins,

rolled cargoes, vehicle tyres, wrapped/bale cargoes (hay, straw, cotton), boxed vargoes,

lumber, timber and rails.

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Figure - 12

Figure - 13 Figure - 14

5. ROLL-ON/ROLL-OFF (RO-RO)CARGO

Roll-on/roll-off (RORO or ro-ro) ships are vessels designed to carry wheeled cargo, such

as automobiles, trucks, semi-trailer trucks, trailers, and railroad cars, that are driven on and off

the ship on their own wheels or using a platform vehicle, such as a self-propelled modular

transporter. This is in contrast to lift-on/lift-off (LoLo) vessels, which use a crane to load and

unload cargo.

RORO vessels have built-in ramps that allow the cargo to be efficiently rolled on and off

the vessel when in port. While smaller ferries that operate across rivers and other short

distances often have built-in ramps, the term RORO is generally reserved for large

oceangoing vessels. The ramps and doors may be stern-only, or bow and stern for quick

loading.

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Figure – 15

Mersin International Port has 8 berths with Ro-Ro handling capability. MIP can provide

loading/discharging services to 4 Ro-Ro vessels simultaneously. The port, which can serve

vessels with rear ramps and quarter ramps, has a yearly vehicle handling capacity of 150,000

units.

Within the 127,600 m2 area allocated for Ro-Ro operations, loading/discharging

(Stevedorage) operations can be carried out for 100 automobiles or 20 heavy machinery per

hour. The loading/discharging operations of all types of project cargo on flat trailers or trailers

are carried out by trailers with a lifting capacity of 35 tons and a tug capacity of 160 tons.

Loading and discharging from the ramp is also possible on Ro-Ro vessels with 16 and 25 ton

capacity forklifts.

Continuous service is provided to customers with scheduled, weekly Ro-Ro vessel

voyages to ports in Libya, Italy, Cyprus and other countries. Considered the most important

port for transit, Mersin International Port has become a transit hub for Middle Eastern

countries such as Iraq, Iran and the CIS countries. The inspection of Ro-Ro vehicles arriving

at our port, upon demand from Customs Directorates, is conducted in a fast and efficient

manner with the X-Ray machine available at the port.

Figure – 16

5.1. MIP Auto Terminal

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The car transit trade to Iraq is one of the most important transit traffic handled through

Mersin International Port. MIP has therefore constructed a dedicated Car Terminal allocated

specially for car storage in an area size 70,000 m2.

MIP has been awarded the Specialized Automotive Customs status the fact which fostered

the car business in the region, providing sufficient resources to meet the increasing demand of

car business. Moreover, a special parking area of 3,000 m2 has been reserved for trailers

transporting vehicles for the roro business.

5.2. PCT-Free Fuel Station

Fuel provision without PCT (Private Consumption Tax) or VAT is provided at the Fuel

Station within the port, to Ro-Ro vehicles transporting export cargo.

With this application, Ro-Ro transportation method developed very fast, and Mersin

International Port has become a transit hub for transit cargo to and from European and Middle

Eastern countries.

6. PASSENGERS TERMINAL

As Mersin’s only port, Mersin International Port answers to the regions international trade

and tourism needs. Located at the heart of the East Mediterranean, MIP has become a port of

call for cruise ships in the Mediterranean Sea.

Mersin International Port is suitable port for cruise vessels. 3,500m2 parking space is

available next to the berth for buses and cars.

Passenger Terminal : Available

Max. Draft : 10m. For Berth no.1 (Other Berths 14m.)

Port Location : At walking distance to the city center

Working Hours : 24 Hour 7 Days port services

Passport and Customs Control : Available with passenger luggage X-Ray

Car and Tour buses Parking Areas : Available near the Cruise Terminal

ATM : Available at port entrance

Payphone : Available

Ambulance : Available

First Aid : Available

Security and Security Cameras : Available (ISPS compliant port)

Hospital : At 3 to 5km distance

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Taxi : Available at port exit

Distance to Adana Airport : 69 km

Fresh Water : Available

Duty Free Shopping : Tax Free Refund Application

Waste Collection Facility : Available 24/7

Tourism Office : At 200m to the port

Longest and shortest berthing time : No restrictions

Tugboat Service : Available 24/7

Pilotage Service : Available 24/7

Shelter : Available

Passenger Vessels Connection Routes : Scheduled passenger ships to North Cyprus

6.1. Facilities Available

Table – 7

Figure -17

MARINE SERVICES(PILOTAGE/TOWAGE)

Pilotage and towage services are provided 24/7 to all vessels arriving at the berths belonging

to MIP or those also within the area protected by breakwaters including berths belonging to

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the Free Zone, Ataş, Nato/Petrol Ofisi; and also to buoys outside of the jetties belonging to

companies handling petrol products.

Marine services are provided at our port with ;

2 ASD type 45 ton capacity tugboats

1 conventional double twin screwed 30 ton capacity tugboat

2 VOITH type 32 ton capacity tugboat

Figure – 18

EQUIPMENTS AND THEIR SPECIFICATIONS1. CRANES

Cranes are equipments that are used to maneuver heavy goods and items from one place to

another. The role of cranes, especially heavy cranes like gantry cranes is very valuable in the

ports because there is a lot of cargo that is required to assembled, hauled and removed from

one container to another, thus making the use of heavy cranes imperative for the operations.

Cranes are very important mechanized tools in today’s times. And when it comes to

transportation of goods and items in ports, no other equipment is as beneficial as cranes are.

And as very important pieces of contemporary engineering science, such cranes feature as the

primary tool when it comes to movement of goods and items from one place to another.

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1.1. Gantry Cranes (SSG)

Figure – 19

Gantry cranes are commonly seen at busy ports for loading and unloading cargo. Since

gantry cranes specialize in assembling the goods required to be put together, they are a very

great help in ports.

There are 7 SSG at Mersin Port located in different docks. They also called as SSG

(Ship-to-Shore Gantry).

When it comes to ports, there is always a necessity to garner the cargo and then pile it

in the right cargo-container or to load or unload a ship with cargo containers. Cranes are a

necessity when it comes to lifting such cargo from one place to another and with respect to

heavy cranes required for this purpose, gantry cranes are the best.

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Gantry cranes are immobile, in the sense that the lifting aspect of the crane is attached

to holders which resembles a rectangle. The goods that are required to be transported need to

be taken to the place where the crane is situated or as it is more frequently done, there is a

continuously moving ramp constructed near a gantry crane, which allows the crane to carry

out its duties efficiently. However, gantry cranes are movable within the rectangular

framework that covers the operation of these heavy cranes

1.2. Mobile Harbor Cranes (MHC)

Mersin Port has 7 mobile harbor cranes. They

also called as MHC. Those MHC’s generally located by

dock to load or discharge containers from the vessels.

The mobile harbor cranes range with lifting capacities

from 42 tons up to 208 tons offers practical solutions to

various customers’ needs in any market field – from

container handling to bulk operations, from heavy lifts

to the handling of general cargo.

Main advantages of mobile cranes are they can

be moved wherever they need. When gantry cranes are

not enough to finish work on time MHC’s can support

and share workload. On the other hand MHC range is

more than gantry cranes mobile cranes can reach to the

end of vessel easily unlike gantry cranes. Because of

those advantages MHC’s are very important for every

port. Figure – 20

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1.3. Rubber Tired Gantry (RTG)

Figure – 21

A rubber tyred gantry crane (RTG crane) (also transtainer) is a mobile gantry crane

used in intermodal operations to ground or stack containers. Inbound containers are stored for

future pickup by drayage trucks, and outbound are stored for future loading on to vessels.

RTGs typically straddle multiple lanes, with one lane reserved for container transfers.

Being mobile, RTGs are often powered by Diesel generator systems (gensets) of 100

to 600Kw. Due to the lack of an electrical grid to dump energy when containers are being

lowered they often have large resistor packs to rapidly dissipate the energy of a lowering or

decelerating container

There is also different kind of RTG’s like electrified. MIP has 25 RTG and those are

electrified. Those RTG’s used in field to stack and organize containers.

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2. STACKERS

There are two types of stackers. They are Reach Stackers (RS) and Empty Stackers

(ES). Stackers use to moves containers in port. Also they are used in specific areas where

there is no RTG. MIP totally has 30 stackers. 18 of them are RS and the other 12 are ES.

2.1. Reach Stacker(RS)

A reach stacker is a vehicle used for handling intermodal cargo containers in small

terminals or medium-sized ports. Reach stackers are able to transport a container short

distances very quickly and pile them in various rows depending on its access.

Reach stackers have gained ground in container handling in most markets because of

their flexibility and higher stacking and storage capacity when compared to forklift trucks.

Using reach stackers, container blocks can be kept 4-deep due to second row access.

MIP uses Kalmar brand for reach stacking and they have 18 reach stacker.

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Figure – 22

2.2. Empty Stacker(ES)

Empty stacker is the same as reach stacker only difference is empty stacker can only

handle empty containers. MIP uses Fantuzzi for ES and they have 12 empty stackers.

Figure – 23

3. OTHER EQUIPMENTS AND VEHICLES

Besides those there are also different vehicles and equipments like;

Terminal Tractors : MIP has 84 terminal tracktors those trucks used to transport

containers from field to cranes to load vessels or from vessels to RTG’s at field.

Forklifts : MIP has 67 forklift those vehicles used for many different areas for

different purposes.

Conveyors : MIP has 19 conveyors those conveyors used in CFS area for stuffing or

unstuffing.

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Figure -24 Figure – 25 Figure -26

CONTAINER TYPES

There are different types of containers whic are classiffied as their weights and types.

1. CONTAINER TYPES BY THEIR WEIGHTS

MIP has a alphabetic calssification for all containers, with this classification stacking

and planning become easier because while stacking or loading to a vessel it is important to

put heavy containers and loads to the bottom.

Light (L) between 0-10 Ton

Medium (M) between 10-15 Ton

Heavy (H) between 15-20 Ton

Extra Heavy (X) between 20-25 Ton

Ultra (U) more than 25 Ton

2. CONTAINER TYPES BY THEIR TYPES2.1. Standart Containers

Standard containers are also known as general purpose containers. They are closed

containers, i.e. they are closed on all sides. A distinction may be drawn between the following

types of standard container:

Standard containers with doors at one or both end(s)

Standard containers with doors at one or both end(s) and doors over the entire length

of one or both sides

Standard containers with doors at one or both end(s) and doors on one or both sides

In addition, the various types of standard container also differ in dimensions and weight,

resulting in a wide range of standard containers.

Standard containers are mainly used as 20' and 40' containers. Containers with smaller

dimensions are very seldom used. Indeed, the trend is towards even longer dimensions, e.g.

45'.

Figure - 27 Figure - 28

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The floor is generally made of wood, usually planking or plywood. Although wood is

relatively expensive, it has substantial advantages over other materials: it is strong and

resilient, does not dent, may be easily replaced during repairs and, when appropriately

finished, has an adequate coefficient of friction, which is important for cargo securing.

Standard containers may additionally be equipped with certain optional extras:

Forklift pockets: these allow handling of empty containers with forklift trucks. Packed

containers must not be picked up in this way unless specifically permitted. Forklift

pockets are installed only in 20' containers and are arranged parallel to the center of

the container in the bottom side rails. 40' containers do not have forklift pockets, since

the pockets are relatively close together and such large containers would be difficult to

balance. In addition, the forklift truck travel paths are often not wide enough.

Gooseneck tunnel: Many 40' containers have a recess in the floor at the front end

which serves to center the containers on so-called gooseneck chassis. These recesses

allow the containers to lie lower and therefore to be of taller construction.

Figure - 29 Figure - 30

Grappler pockets: In general, containers are handled by top spreaders using the corner

fittings or corner castings. However, some containers have grappler pockets for

handling by means of grapplers.

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Figure – 31

Special fittings are available for transporting special cargoes:

Clothes rails for hanging garments: Special lashing rings attached to the top side rail

serve to accommodate clothes rails on which textiles may be transported hanging on

clothes-hangers. These are often used in the East Asia import trade. Additional lashing

rings are installed on the bottom side rail and the corner posts.

Inlet (bulk bag or liquid bulk bag): Plastic liners may be suspended in standard

containers for transporting bulk cargo or nonhazardous liquids.

2.1.1. Steel sheet, corrugated

Characteristics:

Low material costs

Easy to repair

High tare weight

Susceptible to corrosion

Difficult to clean owing to corrugated walls.

2.1.2. Aluminum sheet in conjunction with stiffening profiles

Characteristics:

Low tare weight

High material costs

Easily deformed, very quickly dented.

2.1.3. Plywood with glass fiber-reinforced plastic coating (plywood + GRP)

Characteristics:

Easy to clean owing to smooth surfaces

Easy to repair

Strong and resilient, does not dent

Moderate material costs

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Moderate tare weight.

2.2. High-Cube Containers

High-cube containers are similar in structure to standard containers, but taller. In contrast

to standard containers, which have a maximum height of 2591 mm (8'6"), high-cube

containers are 2896 mm, or 9'6", tall. High-cube containers are for the most part 40' long, but

are sometimes made as 45' containers.

A number of lashing rings, capable of bearing loads of at most 1000 kg, are mounted on

the front top end rail and bottom cross member and the corner posts.

Many 40' containers have a recess in the floor at the front end which serves to center the

containers on so-called gooseneck chassis. These recesses allow the containers to lie lower

and therefore to be of taller construction. The walls of open-top containers are generally made

of corrugated steel. The floor is made of wood.

2.3. Open-Top Containers

It has the following typical distinguishing structural features. The roof consists of

removable bows and a removable tarpaulin. The door header may be swivelled out.

These two structural features greatly simplify the process of packing and unpacking the

container. In particular, it is very easy to pack and unpack the container from above or

through the doors by crane or crab when the roof is open and the door header is swivelled out.

It should be noted, however, that the purpose of the roof bows of an open-top container is

not solely to support the tarpaulin but also to contribute to container stability. Flatracks are

therefore more suitable for overheight cargoes.

Lashing rings, to which the cargo may be secured, are installed in the upper and lower

side rails and the corner posts. The lashing rings may take loads of up to 1,000 kg.

Usual open-top container dimensions are 20' and 40'.

2.4. Flatracks

Flatracks consist of a floor structure with a high loading capacity composed of a steel

frame and a softwood floor and two end walls, which may either be fixed or collapsible. The

end walls are stable enough to allow cargo securing means to be attached and several flatracks

to be stacked on top of one another. Flatracks are available in 20' and 40' sizes.

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A number of lashing rings, to which the cargo may be secured, are installed in the side

rails, the corner posts and the floor. The lashing rings may take loads of up to 2000 kg in the

case of 20' flatracks or up to 4000 kg in the case of 40' flatracks.

40' flatracks have gooseneck tunnels at each end. In addition, they are sometimes

equipped with lashing winches with 2 metric ton lashing belts.

For transport of certain cargoes, flatracks may be provided with stanchions.

Figure - 32

2.5. Platforms (Plats)

Platforms consist solely of a floor structure with extremely high loading capacity; they

have no side or end walls. This high loading capacity makes it possible to concentrate heavy

weights on small areas. A platform consists of a steel frame and a wooden floor structure.

Platforms are available in 20' and 40' sizes. 40' platforms have a gooseneck tunnel at each

end.

Lashing rings, to which the cargo may be secured, are installed in the side rails. The

lashing rings may take loads of up to 3.000 kg.

~ 31 ~

Figure - 33

2.6. Refrigerated and insulated containers

Refrigerated and insulated containers are mainly available as 20' and 40' containers. A

distinction may be drawn between two different systems:

2.6.1. Integral Unit (Integral Reefer Container, Integrated Unit):

This type of refrigerated container has an integral refrigeration unit for controlling the

temperature inside the container. The refrigeration unit is arranged in such a way that the

external dimensions of the container meet ISO standards and thus fit into the container ship

cell guides, for example. The presence of an integral refrigeration unit entails a loss of internal

volume and payload.

When being transported by ship, integral units have to be connected to the on-board

power supply system. The number of refrigerated containers which may be connected

depends on the capacity of the ship's power supply system. If the aforesaid capacity is too low

for the refrigerated containers to be transported, "power packs" may be used, which are

equipped with relatively large diesel generators and satisfy ISO requirements with regard to

the dimensions of a 20' container. When at the terminal, the containers are connected to the

terminal's power supply system. For transport by road and rail, most integral unit refrigeration

~ 32 ~

units are operated by a generator set (genset). This may either be a component of the

refrigeration unit or connected to the refrigeration unit.

Figure - 34

Air flows through the container from bottom to top. In general, the "warm" air is

drawn off from the inside of the container, cooled in the refrigeration unit and then blown

back in the container as cold air.

Figure - 34

To ensure adequate circulation of the cold air, the floor is provided with gratings.

Pallets form an additional space between container floor and cargo, so also forming a

~ 33 ~

satisfactory air flow channel. In addition, the side walls of the container are "corrugated",

which ensures satisfactory air flow there too.

In the upper area of the container, adequate space (at least 12 cm) must likewise be

provided for air flow. For this purpose, during packing of the container adequate free space

must be left above the cargo.

Figure - 35 Figure - 36

2.6.2. Porthole containers

This type of container is often referred to not as a refrigerated container but as an

insulated container, as it has no integral refrigeration unit. The lack of a refrigeration unit

allows such containers to have a larger internal volume and payload than integral units. On

board, the inside of the container is supplied with cold air via the ship's central cooling plant.

The air flows through the container in the same way as in integral units. Cold air is blown in

at the bottom and the "warm" air is removed at the top.

Figure - 37 Figure - 38

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On the opposite end wall from the door, the containers are provided with openings for

supply and return air. In general, supply air is blown into the lower opening, distributed by

means of the gratings in the container floor, conveyed upwards through the cargo and

discharged via the return air opening. This type of container also requires adequate air flow.

For this purpose, appropriate air ducts must be provided in the floor and the ceiling and the

cargo must be sensibly packaged and stowed.

Porthole containers do not have an integral temperature display. Either such a display

is installed in the terminal refrigeration systems or the "clip-on units" or the temperature

values may be obtained from the ship's central cooling plant.

2.7. Tank Containers

Tank containers must be at least 80% full, to prevent dangerous surging of the liquids in

transit. On the other hand, they must not as a rule be over 95% full, or there will not be

sufficient ullage space for thermal expansion. The extent of thermal expansion may be

calculated for each cargo on the basis of the following formula:

ΔV = Va · γ · ΔT

Ve = Va (1 + γ · ΔT)

ΔV : change in volume

Va : volume at initial temperature a

Ve : final volume at temperature e

γ : coefficient of cubic (thermal) expansion

ΔT : temperature difference in degrees kelvin

Tank containers intended for transporting foodstuffs must be labeled "Potable Liquids

only".

Some hazardous materials must be transported in tank containers with no in- or outlet

openings below the surface of the liquid.

Tank containers are generally designed for an operating pressure of up to 3 bar (above

atmospheric). The test pressure used is 4.5 bar (above atmospheric).

~ 35 ~

If the cargo requires temperature-controlled transport, tank containers can be equipped

with insulation or heating. The temperature of the cargo may be precisely controlled using

temperature sensors.

Figure - 39

DEPARTMENTS

In a management of MIP, there are many different departments. I have been in two

different departments during my internship. Which are Engineering Department and

Operation department.

1. ENGINEERING DEPARTMENT

Engineering department responsible for all kind of maintenance, repair, service,

malfunctions, planning and electrical infrastructure projects for every equipments and jobs

realated to electricity.

There are one maintenance manager and one service manager in the engineering

department. There are two type of job definition for technicians. One of them is regular

maintenance of equipments which is done in a workshop. Other one is repair malfunctions of

equipments inside of the port those technicians are mobile and they interfere problems in the

field of Mersin Port.

Also engineering department is responsible for the storage of the equipment parts and

replacement when it is necessary. Engineering department uses a software called INFOR.

This software usefull for both storage management and tracking malfunction of equipments.

2. OPERATION DEPARTMENT

Operation Department job definition is in below ;

Manage the Container Terminal of Mersin International Port,

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In charge of 650 staff including Control Center , planning department , Operators, Wos and

Port Workers.

Communicates with the shipping lines and the container agencies for all operations,

Monitoring operations cost for effective operations ,

Prepare the budget of Container terminal,

Evaluate the performance reports of container terminal and present to senior Management

Coach the team to improve their skills and knowledge and help them work efficiently and

effectively and to manage future Operations team succession planning,

Ensure effective working relations with other elements and departments to ensure support to

operations,

Set target to control room for operation including terminal turnaround time of vessels, Vessel

rates and gross crane rates.

2.1. YOMC (Yard Operations Monitoring and Control)

YOMC is responsible for every movement and planning about yard. For example,

planning time and locations on the dock while berthing of the vessels, preparing Berthing

Chart, preparing DAP(Daily Action Plan), field stacking are job definition of the YOMC.

Example of Berthing Chart can be found in the Appendix B and DAP (Daily Action Plan)

in the Appendix C.

2.2. VOMC (Vessel Operations Monitoring and Control)

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VOMC is responsible for every movement and planning about vessel. Loding and

discharhing are mostly related for this department. They are responsible for planning the

vessel and confirm that plan to the second captain of the vessel. Also planning of equipments

are related to this department. Every equipment from trucks to cranes are planning for loading

or discharhing by that team.

Figure - 40

COST ANALYSIS

MIP is related to AKFEN Holding. The holding has joint ventures with such well-

renowned national and international corporate enterprises as Tepe İnşaat Sanayi A.Ş., PSA

International, Souter Investments LLP and Kardan N.V. Akfen also has a strategic

cooperation agreement with the leading global hotel chain ACCOR S.A., related to the

construction of Novotel and Ibis brand hotels in Turkey.

In 2010 Akfen Holding went public with a free-float rate of 28.26% and the shares of the

company is traded on the Istanbul Stock Exchange (“ISE”) under the ticker symbol

“AKFEN”.

~ 38 ~

One of the top business groups in Turkey with a robust management structure, a strong

human resources base and a commitment to transparency policy, Akfen Holding continues to

grow by multiplying the riches of Turkey.

Figure – 41

~ 39 ~

Figure - 42

Figure – 41 and Figure - 42 shows that the improvement of financial assets of MIP from

2013 and 2014. Port of Mersin has grown very fast after the take over of AKFEN Holding in

2007.

Cost Analysis and accounting entries of MIP is attached to Appendix D.

~ 40 ~

CONCLUSION

I spent my 20 days in a Mersin International Port Management INC.. In my opinion, it is

important to experience internship in a corporate firm especially for management internship

(ME399). Corporate firms are more regular and reliable according to other firms.

When I examine working principles of employees’ from manager to worker. I can easily

say that everyone job definition is certain, because of that there is no confusion in a firm and

everything is under control. This is important because whenever something goes wrong every

employee knows who should give information to so, there will be no time wasting and the

trouble can fix as soon as possible. In order to being fast is the key point for every company

because time is money.From the view point of factory, if a production line stops for a day

factory might not afford this. In a same way if MIP stops working for a day that would be a

huge problem for firm. They might lose milions of dollars.

This is obvious that, responsibles are getting bigger and bigger from worker to manager.

Workers might have done mistakes and this effects only minimum but a managers’ mistake

effect is much more than a worker. One mistake can effect whole firm, thats why manager

responsibles are so heavy. In addition to that managers are responsible for every mistake that

might be occur every employee under their control. Managers educate theirselves as well as

their employees.

I spent most of my time during my internship in a operation department. MIP is a firm

which sells services they don’t produce anything but they earn in return of their services.

Giving services is harder than selling physical products. For this reason, everything should be

perfect as much as possible. Every single mistake costs much more than any other factory. I

believe that MIP is very successful on this matter.

I am glad to do my internship in MIP because I had chance to examine a organization

from any point. I had some information about organizations but now everything about

working principles, job definitions and worker-manager relationship is clear than ever.

~ 41 ~