Transit Customs Regime Diagnosis and Recommendations ... - MCLI

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Draft Report for SSATP –MCLI Mozambique Transit Regime Project Cost of Delays Certain instances have been noted where large numbers of containers have remained uncleared in port for up to 21 days. The financial impact per container is outlined in Table 9 Port Free Time 10 days Container Free Time 7 days TABLE 18: Cost of Delays CHARGE DESCRIPTION 20' DRY/GP 40' DRY/GP Units Days Unit Cost Cost per 20' Unit Cost Cost per 20' Currency Freetime To Pay ZAR USD ZAR USD ZAR USD ZAR USD Delay Cost Areas Port Storage 10 11 200 14 2 200 154 196 28 2 156 308 Container Detention 7 14 200 50 2 800 700 700 100 9 800 1 400 Total Costs 400 64 5 000 854 896 128 11 956 1 708 These kinds of additional costs make it extremely risky for shippers to contemplate the corridor as any delays can result in losses for the company. P a g e | 43
Draft Report for SSATP –MCLI Mozambique Transit Regime Project 3.3 Transhipment Evaluation The port of Maputo does not tranship any containerised cargo. Containers have been transhipped in the port previously however this practice was stopped when the port bond was removed. Some of the main factors that have contributed to the loss of transhipments to Durban have been the following: The Port of Maputo is not Bonded In transit bond for transhipment on vessels between Mozambican ports Clearance Procedures o Transit Import cargo cleared at first port of arrival not last port o Transit Export cargo cleared at the last port of exit not the first port Time taken to clear and obtain bonds Transhipment cargo is essential for shipping lines to gain economies of scale so that direct services become financially viable and sustainable. For ports, transhipment cargo provides base steady income with cargo that can be managed as cargo is on terminal and connecting vessels generally known in advance. The loss of transhipment cargo to the port of Maputo is not just in terms of revenue, but also the loss of potential volume of scale that could have been generated and the attraction of both import and export vessel calls to the port. When containerised cargo enters a port on one vessel and is destined to be dispatched on another vessel, without leaving the port precinct, the port precinct should be considered a bonded or custom controlled zone as with its inherent security, the risk of containers entering the local market for consumption are very low. It is further recommended that transhipment goods be acquitted at the last port of destination and that no additional bonds be required. In order for there to be control by customs, a designated transhipment area is recommended for the port, to facilitate the process and ensure complete control without shipping lines having to place guarantees and manage acquittal processes for cargo being transhipped via Maputo. P a g e | 44
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Transit Customs Regime Diagnosis and Recommendations ... - MCLI

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