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Inhabit in ports is original sin associated with delays, queuing and extra time of voyage and inhabit of ships and cargo at the port, which always occur with unpleasant consequences on Logistics and supply chain. These often translates into extra costs, loss of trade and disruption of trade and transport agreements. In a study to identify the consequences of port congestion on Logistics and supply chain operations in some African ports, this paper try to discovering the benefits of new Suez canal and reflection of Africa ports in addition Logistics area examined the common port congestion scenarios, their dimensions and the various factors that trigger inhabit in the ports of Lagos, Durban, Mombasa and the catchment ports focusing with expectation earning resulted by the new Suez canal. This paper typically applied the concept of variations in turn-around time of ships and cargo and the port’s capacity and relative efficiency level in order to identify the active factors that cause port congestion in African ports. The results provided some explanations on the consequences arising from these on notable African logistics and supply chain networks. The findings revealed that the bane of congestion in African ports emanates entirely from either planning, Regulation, capacity, efficiency or a combination of these. In addition therefore recommends that African ports should enhance their regulatory mechanisms, and then to improve capacity and efficiency level in order to shoulder the ever-increasing challenges of port congestion in years ahead with combined and take part of New Suez Canal advantages.

The combination between the design and project of container terminals and the reflect on port’s economy may be carried out through two main approaches: optimization or simulation. Although the approaches based on optimization models allow a more elegant and compact formulation of the problem, simulation models are mainly based on discrete event simulation (DES) models and help to achieve several aims: then measure this impact on port economy before and after implemented this updating overcome mathematical limitations of optimization approaches, support and make computer-generated strategies/policies more understandable, and support decision makers in daily decision processes through a “what if” approach. Several applications of DES models have been proposed and simulation results confirm that such an approach is quite effective at simulating container terminal operations. Most of the contributions in the literature develop object oriented simulation models and pursue a macroscopic approach which gathers elementary handling activities (e.g. using cranes, reach stackers, shuttles) into a few macro-activities (e.g. unloading vessels: crane-dock-reach stacker-shuttle-yard), simulate the movement of an “aggregation” of containers and therefore do not take into account the effects of container types (e.g. 20’ vs 40’, full vs empty), the incidence of different handling activities that may seem similar but show different time duration and variability/dispersion (e.g. crane unloading a container to dock or to a shuttle) and the differences within the same handling activity (e.g. stacking/loading/unloading time with respect to the tier number). Such contributions primarily focus on modeling architecture, on software implementation issues and on simulating design/real scenarios. Activity duration is often assumed to be deterministic, and those few authors that estimate specific stochastic handling equipment models do not clearly state how they were calibrated, what data were used and what the parameter Values are. Finally, no one investigates the effects of different modeling hypotheses on the simulation of container terminal performances. The focus of this paper is on the effects that different hypotheses on handling equipment models calibration may have on the simulation (discrete event) of container terminal performances. Such effects could not be negligible and should be investigated with respect to different planning horizons, such as strategic or tactical. The aim is to propose to analysts, modelers and practitioners a sort of a guideline useful to point out the strengths or weaknesses of different approaches. Drawing on the model architecture which will be affected on port economics.

The Port of Jeddah (Port) released the initial version of this Strategic Plan in 2006. It was developed by Port staff, along with input, as a five-year rolling plan designed to guide the Port’s future development while keeping in mind the needs of our tenants, local community members and stakeholders, and the nation. This is the second update to the Strategic Plan since its initial release. While the Port’s overarching principles – commitment to environmental stewardship, addressing tenant needs, goods movement, economic development, and security – have remained largely unchanged, it is important for us to adapt our strategies to meet the challenges of an ever changing local and global environment. The Port is among the world’s premier ports and is a critical hub for global trade. This prominence brings with it responsibilities and expectations for the highest possible standards for efficiency, safety and security, and environmental leadership. The Port is the nation’s busiest container port and part of the world’s busiest port complex, handling 3.7 million twenty-foot equivalent units in 2013. Global trade and goods movement is Western kingdom of Saudi Arabia’s strongest industries in terms of jobs and economic activity. The Port of Jeddah powers these industries, handling almost more than a quarter of the cargo that enters the kingdom of Saudi Arabia annually. Through the Port’s activities, a lot of jobs are created in western kingdom of Saudi Arabia and over five hundred thousand nationwide. In order to maintain our position among the world’ the kingdom of Saudi Arabia premier ports, the Port is continually addressing the demands for providing modern and efficient cargo handling terminals as well as transportation and infrastructure projects. Protecting one of the nation’s most vital economic hubs is also an ongoing challenge. Finally, promoting a sustainable “grow green” philosophy and ensuring that we are the leader among ports in promoting environmental stewardship is a strategic objective of the Port. A strategic plan is a management tool used to improve the performance of an organization and outlines the organization’s direction and priorities. This plan identifies the Port’s twelve strategic objectives for the next five years. Each of the objectives identifies a series of an act or strategy intended to resolve a difficulty or improve a situation; a fresh approach to something that the Port will undertake to accomplish that objective. While these objectives are organization-focused and require the coordination of resources throughout the Port, each one will be championed by a bureau, and the divisions within that bureau, as this paper will contain.

The research paper summed up on the requirements of the application code security and safety of ships and ports (ISPS) and the technical aspects necessary for the application by the Saudi marine Ports. The requirements of the international code of safety and security of ships and ports such as: - Additional tasks to be undertaken by port management - Activities and tasks that will port authorities - The impact of the elements of the maritime transport - Application and amendments to the deck - Government requirements - Special requirements for the management of ships - Application optimized for the requirements of the code ,Also interested in the research paper the mechanism of how to put these requirements into effect and the positive impact associated with the application. And also the requirements of the bridge on the ship ,beside clarification of the interconnections between the parties to the transfer process, such as administration of the commercial maritime fleet operations, control to the owners and how the administrative process for the crew to apply the appropriate code on the deck of ships and mutual relations with the insurance and chartering operations as well as the role of the port facility, to arrived How can the ports of Saudi Arabia to benefit from the positive application of code requirements and to enable these requirements with the parties to the process of maritime transport.

Inhabit in ports is original sin associated with delays, queuing and extra time of voyage and inhabit of ships and cargo at the port, which always occur with unpleasant consequences on Logistics and supply chain. These often translates into extra costs, loss of trade and disruption of trade and transport agreements. In a study to identify the consequences of port congestion on Logistics and supply chain operations in some African ports, this paper try to discovering the benefits of new Suez canal and reflection of Africa ports in addition Logistics area examined the common port congestion scenarios, their dimensions and the various factors that trigger inhabit in the ports of Lagos, Durban, Mombasa and the catchment ports focusing with expectation earning resulted by the new Suez canal. This paper typically applied the concept of variations in turn-around time of ships and cargo and the port's capacity and relative efficiency level in order to identify the active factors that cause port congestion in African ports. The results provided some explanations on the consequences arising from these on notable African logistics and supply chain networks. The findings revealed that the bane of congestion in African ports emanates entirely from either planning, Regulation, capacity, efficiency or a combination of these. In addition therefore recommends that African ports should enhance their regulatory mechanisms, and then to improve capacity and efficiency level in order to shoulder the everincreasing challenges of port congestion in years ahead with combined and take part of New Suez Canal advantages. [ABSTRACT FROM AUTHOR]

The research paper summed up on the requirements of the application code security and safety of ships and ports (ISPS) and the technical aspects necessary for the application by the Saudi marine Ports. The requirements of the international code of safety and security of ships and ports such as: - Additional tasks to be undertaken by port management - Activities and tasks that will port authorities - The impact of the elements of the maritime transport - Application and amendments to the deck - Government requirements - Special requirements for the management of ships - Application optimized for the requirements of the code, Also interested in the research paper the mechanism of how to put these requirements into effect and the positive impact associated with the application. And also the requirements of the bridge on the ship ,beside clarification of the interconnections between the parties to the transfer process, such as administration of the commercial maritime fleet operations, control to the owners and how the administrative process for the crew to apply the appropriate code on the deck of ships and mutual relations with the insurance and chartering operations as well as the role of the port facility, to arrived How can the ports of Saudi Arabia to benefit from the positive application of code requirements and to enable these requirements with the parties to the process of maritime transport. [ABSTRACT FROM AUTHOR]