Category / Customs

by Mike Poverello

X-Ray Scanners – WTO panel rules on EU-China dumping row

Nuctech Fast Scan Vehicle and Container inspection system

Nuctech Fast Scan Vehicle and Container inspection system

Part of the problem here is that the Chinese have a significant market share in this type of equipment. In a short period of 10 years they have outstripped some of the more fancied American and European players in this business. While the dispute in question raises ‘ethical’ questions of the Chinese, it does seem to be a matter of sour grapes.

China’s anti-dumping duties on imports of x-ray security scanners from the EU violated global trade rules, according to a WTO panel ruling that was issued yesterday. [WTO Dispute Settlement, DS425]

Brussels brought the dispute in July 2011 after Beijing imposed duties ranging from 33.5 to 71.8 percent on the x-ray scanners. (See Bridges Weekly, 25 January 2012) The EU exports approximately €70 million of these scanners to China annually.

China imposed the duties after the EU had applied anti-dumping duties on Chinese cargo scanners one year earlier, which some viewed at the time as a “tit-for-tat” move.

The panel report primarily focused on procedural issues in Beijing’s investigation, specifically regarding how China calculated the anti-dumping margin, loosely defined as the difference between the price – or cost – in the foreign market and the price in the importing domestic market.

Beijing included more expensive “high-energy” scanners – which do not “look remotely like” the cheaper scanners, according to the panel report – in calculating the average domestic price, even though only cheaper “low-energy” scanners were exported. The panel found that this price comparison was “not consistent with an objective examination of positive evidence” required under WTO rules.

The panel also found that Beijing did not comply with certain due process and transparency requirements before imposing the duties.

The panel did not rule with the EU on all points, however, noting that Brussels had not established that Beijing had acted inconsistently in certain other procedural matters.

“I expect China to remove the measures immediately,” EU Trade Commissioner Karel De Gucht said on Tuesday in response to the panel ruling. “I will not accept tit-for-tat retaliation against European companies through the misuse of trade defence instruments.”

Under WTO rules, both sides have 60 days to appeal the ruling. In a statement, China’s Ministry of Commerce indicated that they would make a serious assessment of the case and reserved the right to appeal.

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by Mike Poverello

Radiation Scare Disrupts Port Elizabeth

The Maher Terminal at Port Elizabeth has been cleared for danger after a radiation scare prompted a security response.

The Maher Terminal at Port Elizabeth has been cleared for danger after a radiation scare prompted a security response.

Misleading? No its Port Elizabeth – USA! Customs officials had suspicion about a shipping container that they were examining. An abnormally high radiation reading was detected, but CBP, FBI, the Port Authority of NY/NJ and other law enforcement officials initiated protocols to isolate and verify the source of the alarm.

According to New Jersey’s Star-Ledger, a Port Authority official said the container was filled with recycled paper, and a metal wire that bound the paper was the source of a positive reading for Caesium-137, a radioactive isotope formed during nuclear fission.

After review and confirmation from CBP’s Laboratories & Scientific Services, the container was deemed safe. The situation was resolved in less than two hours. Customs officials took control of the container and were moving it to a secure location.  Lengthy lines of trucks were at a standstill waiting to exit the port facility as the investigation was underway. At least 15 emergency response vehicles were on scene, along with various officers. Source: Maritime-Executive.com

by Mike Poverello

Snooping Customs Officials Secretly Search Your Luggage

Overzealous Customs officials of the UK Border and Immigration Service are in the pooh for breaking the rules! While customs officials now require to redress their conduct, what of the thousands of airport ground handling staff who pilfer passenger’s luggage without much investigation or reprisal?

If you’ve ever come back from holiday and been sure your carefully packed luggage wasn’t quite how you’d left it, you may not have been imagining things. ‘Snooping’ customs officials are secretly searching the bags of thousands of air passengers. Little-known powers allow covert searches to check if passengers are bringing too much alcohol or too many cigarettes into the country. If nothing is found, passengers are never told their suitcases have been opened and interfered with.

Covert luggage searches are carried out on inbound flights after items are taken off planes, but before they are placed on the carousel for passengers to collect

Covert luggage searches are carried out on inbound flights after items are taken off planes, but before they are placed on the carousel for passengers to collect

But customs officials are not keeping records of fruitless searches – making it impossible to know the true scale of the snooping. And their own inspectors said the lack of records mean searches may have been disproportionate and unlawful. They also warned that officials were ignoring guidance suggesting they needed written authorisation for such searches, and that the advice they were issued with was ‘contradictory’. Privacy campaigners said the powers should be reined in, and proper records kept. The details emerged in a report published today by the Chief Inspector of Borders and Immigration, John Vine. To read the Report Click Here!

Covert searches are not allowed under current guidance for border officials. The Border Force Enforcement Handbook says such searches are ‘banned’ unless they take place as part of a specific operation. Even then, when the passenger is ‘not in attendance’, officials are told to obtain written authorisation from a senior manager in advance, apart from in exceptional circumstances.

But today’s report makes clear that this guidance was ignored – and is contradicted by other rules. Officials were also using draft guidance from 2008, which permits covert searches without written authorisation when used ‘proportionately’. But it was only valid until September of that year. The Home Office was unable to provide any figures for the number of searches at other airports. Mr Vine’s inspectors found that 1,147 pieces of luggage were seized at Birmingham Airport following secret searches in the year to September 2012.

He said: ‘I found there was no central record to show occasions where covert baggage searches were carried out, but no seizures were made. The absence of these records meant that no assurance could be provided to demonstrate that this power was being used in a lawful, proportionate and controlled manner.’

Covert luggage searches are carried out on inbound flights after items are taken off planes, but before they are placed on the carousel for passengers to collect.

Nick Pickles, director of Big Brother Watch, said: ‘The fact the figures are not being properly collected begs the question if staff think they can get away with snooping in people’s luggage in search of a quick laugh or cheap thrill.’

A Border Force spokesman said: ‘Searching baggage, including when the owner is not present, is a legal and proportionate response to this issue. Any such searches must be authorised by a senior officer. Source: Mail Online

by Mike Poverello

South Africa Now the Major Export Market for Zim Tobacco

Zimbabwean auctioneers selling tobacco

Zimbabwean auctioneers selling tobacco

This should bring happiness to the local Ministry of Health.

South Africa has displaced China as the dominant export market for Zimbabwean tobacco, reports the Tobacco Industry and Marketing Board. Information from the TIMB indicates that as at February 27, South Africa maintained the top position having bought 7,5 million kilogrammes of the golden leaf valued at US$22,8 million.

The tobacco was sold at an average price of US$3,02 per kilogramme. South Africa has been dominating the regional market. The country has since overtaken China, which has dropped to third position. The United Arab Emirates occupies second spot having maintained its place among the top buyers of the golden leaf.

The top five tobacco export markets for Zimbabwe’s tobacco are South Africa, UAE, China, Hong Kong and Sudan. Last year, China, Belgium, Indonesia, South Africa and Russia were among the top five during the same period. Zimbabwe has so far earned US$82 million from tobacco exports to different destinations. The country produces tobacco and exports semi-processed leaf.

Japan is offering the highest price for tobacco at US$10, 03 per kilogramme, followed by China offering US$9,20 per kilogramme and India offering US$8,86 per kilogramme. In 2012, agriculture grew by 4,6 percent with tobacco being the main component behind this growth. The crop accounted for 10,7 percent of the GDP in 2012 and constituted 21,8 percent of all total exports, compared to 9,2 percent for other agriculture commodities. This compares favourably with the 61,1 percent contribution by all minerals combined.

The economic benefits of tobacco are expected to increase in view of more and more growers increasing their production or, diversifying or switching to the crop. Source: AllAfrica.com

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by Mike Poverello

TRALAC – What has happened since customs duties on 124 clothing tariff lines were increased in 2009?

I really enjoy TRALAC’s Newsletter – their analysis is always concise and down-to-earth. This Hot Seat Comment is no exception. One often wonders about the impact and nett result of tariff changes and trade remedies. Here we get some insight.

The clothing and textile industry has a long history in South Africa and is still a very important source of employment, especially for women and in poorer communities. The industry is geographically bound to specific provinces, including the Western Cape, KwaZulu-Natal, the Free State and Gauteng. In many rural areas the clothing and textile sector is often the only source of formal employment. Since about 2002 the Rand appreciated substantially and South African exports became less competitive in the global market. Coupled with the trade liberalisation, in terms of South Africa’s WTO offer, the clothing and textile industry has experienced sustained import competition due mostly from Asian imports. In order to try and remedy large-scale factory closures and employment losses in the industry the Southern Africa Clothing and Textile Workers Union (SACTWU) applied for an increase in the import tariffs of 124 clothing tariff lines to the WTO bound rates of 45 percent in 2009. These clothing tariff lines are classified under Chapter 61 and 62 of the South African Tariff Book and include various clothing items, including men’s woven and knitted shirts, jackets and trousers; babies’ garments; and women’s woven and knitted jackets, skirts, dresses and trousers. Although the retailers objected to an increase in import duties the International Trade Administration Commission (ITAC) granted the application and general customs duties on 121 clothing tariff lines were increased from 40 percent to 45 percent, while the general customs duties on three tariff lines (hosiery) was increased from 20 percent to 45 percent.

imagesIn its application SACTWU stated three reasons for the application: there has been a significant increase in imports under these 124 tariff lines flowing into South Africa; market disruptions in the SACU industry which have resulted in factory closures and retrenchments warranted increased protection for the domestic industry; and increased tariffs will provide both relief and show increased confidence in the industry. The retail industry objected to the application on the following grounds: the loss of business in the manufacturing industry can not only be attributed to price competition, but also inefficiency in the local industry; increased duties will have an inflationary effect impacting the ability of consumers to buy clothing at competitive prices; and increased duties will have a punitive effect on the rail sector and the end consumers. In its decision the Commission found the declining rate of investment and employment in the clothing sector coupled with increased imports a disturbing trend. The Commission decided that an increase in customs duties will enable manufacturers to protect existing jobs, increase market penetration and price competition and growth the domestic manufacturing sector in the export market. However, the question of whether the increase in these customs duties have been successful in reaching its goal of decreased imports and increased domestic production, sales and exports still remain.

Import and export data sourced from the World Trade Atlas (2013) and production and sales data sourced from Statistics South Africa (2013) show the following patterns in the clothing industry between 2009 and 2012:

  • Over the time period imports of the 124 clothing tariff lines increased by 15 percent, from approximately US$ 834 million in 2009 to approximately US$ 1.2 billion in 2012.
  • The top five importing countries were China, Mauritius, India, Madagascar and Bangladesh, accounting for 89 percent of the total imports of these clothing articles into South Africa over the time period.
  • China mainly exported men’s, boy’s, women’s and girl’s cotton trousers; knitted sweaters and pullovers; cotton and knitted t-shirts; and knitted babies’ garments to South Africa between 2009 and 2012.
  • South Africa’s exports of these clothing tariff lines increased by 6 percent, from approximately US$ 71 million in 2009 to approximately US$ 84 million in 2012.
  • These clothing articles were mainly exported to African countries, including Zambia, Mozambique and Zimbabwe.
  • The production index of the physical volume of production (base year is 2005) show there has been a significant decrease in the volume of production of knitted and crocheted articles and wearing apparel in South Africa. The index decreased from an average of 108.11 in 2009 to an average of 79.82 in 2012.
  • The sales of knitted and crocheted articles and wearing apparel also declined over the time period. Actual value of sales declined by 3 percent, from approximately US$ 18 billion in 2009 to approximately US$ 16 billion in 2012.

Although there has not been a significant lapse of time since the increase of import tariffs the data gives the short term response of imports, exports, and production to the change in import duties in November 2009. Immediately after the increase in tariffs there was an initial decrease in exports, production and sales.  However, exports recovered by the end of 2012, while production and sales are still significant lower than pre-2009 levels. SACTWU has also recently indicated that employment in the clothing, textiles and leather sector seems to be more stable over the last two years. However, one of the main objectives of the increase in import duties, to deter lower priced imports mainly from Asia, has not been accomplished. Source and content credit – Willemien Viljoen, TRALAC Researcher.

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by Mike Poverello

UCR and GS1 data to meet?

Kunio Mikuriya, WCO Secretary General, and Maria Palazzolo, Chief Executive Officer of GS1 Australia and GS1 Board Member, at the GS1 Global Forum 2013

Kunio Mikuriya, WCO Secretary General, and Maria Palazzolo, Chief Executive Officer of GS1 Australia and GS1 Board Member, at the GS1 Global Forum 2013

GS1 is a non-profit organization dedicated to the development and implementation of global specifications to manage the supply chain, including product identification codes, barcodes and business-to-business standards for the exchange of accurate data. After longstanding cooperation at the technical level, the WCO concluded a Memorandum of Understanding (MoU) with GS1 in 2007 to formalize cooperative ties.

At the invitation of GS1, the Secretary General of the WCO, Kunio Mikuriya, spoke at the GS1 Global Forum 2013 in Brussels on 18 February 2013 where he highlighted the increasing cooperation between the two organizations. Recalling the evolution of Customs with a heightened focus on data management for assessing risks in the supply chain, the Secretary General underlined the importance for Customs to explore the possibility of making use of supply chain specifications that are available in the trade, such as codes and specifications developed by GS1.

He specifically referred to the new WCO Economic Competitiveness Package to explain how Customs contributes to enhancing national competitiveness by facilitating trade using a risk management approach. As this requires the application of information technology, data and message standards, and consignment identifiers, it is important to employ existing technologies and tools in the trade supply chain, through a partnership with business.

Sharing a common interest in supply chain management, including track and trace systems, both organizations have been cooperating in many areas in a complementary manner, as the WCO facilitates Customs-to-Customs and Customs-to- business data exchange while GS1 also facilitates business-to-business data exchange.

Areas of cooperation between the two organizations include the work at the United Nations Centre for Trade Facilitation and Electronic Business (UN/CEFACT) and the International Standards Organization (ISO) on standardization and specifications for supply chain management, the work on the Unique Consignment Reference Number (UCR) and the use of GS1 data for Customs risk assessment purposes.

The most recent collaboration includes the addition of a barcode function to the Interface Public Members (IPM) – the WCO’s information tool to fight violations of intellectual property rights at borders. Secretary General Mikuriya urged GS1 members to leverage the collaboration with the WCO at the global level by getting in touch with their respective local Customs administrations. GS1 members appreciated his speech and pledged to explore and enhance cooperation with Customs administrations. Source: WCO

For more of the latest news and happenings at the WCO, please follow the news feed alongside (right).

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by Mike Poverello

Jamaica plans global logistics hub

The Port of Kingston – ripe for development

The Port of Kingston – ripe for development

The Government of Jamaica has revealed ambitious plans to turn the Caribbean island in to a global logistics hub – and high level talks have already begun with the aim of increasing volumes of sea cargo.

Projects under discussion include developing the Port of Kingston ahead of the expansion of the Panama Canal and the development of a new commodity port to be built in eastern Jamaica which will specifically handle petroleum products, coal, minerals and grain.

At the same time, there is talk of constructing an air cargo airport to help with increased volume of boxes and the construction of large scale ship repair docks to service the increasing volume of post-panamax vessels.

Dr Eric Deans, chairman of the Logistics Task Force, said a market of 800 million people, including the USA and Brazil, can be accessed readily from Jamaica. He said trade opportunities are due to “burst wide open with the expansion of the Panama Canal scheduled to be completed in 2015; the multi-billion stimulus package by Brazil for World Cup 2014 and Olympics 2016; and the growing middle class in Latin America.”

He added that a critical aspect of the global logistics hub initiative is the broadening of bilateral collaborations with Jamaica’s global partners, and encouraging private sector investment and financing through private-public partnerships (PPPs).

Talks regarding the set-up of special economic zones are already underway with local and foreign investors.

The Jamaica Ministry of Industry, Investment and Commerce, which is spearheading the initiative, says that it will help give the country a global logistics supply chain that is able to compete with the likes of Singapore, Dubai and Rotterdam.

Perhaps this initiative could spur on our local authorities to actually move on ‘logistics hubs’ here in South Africa. While the huge expansion plans for our existing harbours, railroads are pursued, it is high time that the likes of Tamboekiesfontein, for instance, and other privately initiated transit hubs are taken seriously, and in an integrated manner to benefit commerce and trade in the Southern African region.

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by Mike Poverello

Finding the best solution for 100% container weight verification

Bromma load verification sensing technology (www.bromma.com)

Bromma load verification sensing technology (www.bromma.com)

The International Association of Ports and Harbours (IAPH) has helped the container handling industry to put focused attention on the issue of container weight verification. The IAPH and the International Shipping Organization have called for near 100 per cent container weight verification as a standard industry ‘best practice’. IAPH has recognised the value of container weight verification for both safety and operational reasons. Accurate container weights can help guide critical plans regarding stowage, and verifiable load data also serves to ensure worker safety. Lifting containers within an acceptable weight range also prevents accelerated stress on the spreader, thus extending equipment life.

The issue that organisations such as IAPH and the World Shipping Council have raised is not merely an academic one, studies of container weight indicate that there is often significant variation between listed and actual container weight. The problem is a familiar one: not everyone tells the truth about their weight, as the consequences of inaccurate weight can include equipment damage in ports, injury to workers and collapsed container stacks, among others.

The question is ‘how’, not ‘should’?

The general consensus has grown that universal container weight verification is a worthy standard, the key question has quickly begun to shift from whether we should we have a universal requirement to how we can best implement this commitment. Along these lines three general approaches might be possible.

The container crane option

The first possible approach is to utilise container cranes to meet the weighing requirement. The advantage of weight verification by cranes is that weighing occurs during the normal course of handling operations. The disadvantage of a crane-based approach is that weighing accuracy is only approximately 90-95 per cent, and cranes cannot distinguish between the weights of two containers when lifting in twin-mode. Since many terminals load and unload container ships using twin-lift/twin-20 foot spreaders, the actual weight of each of these individual containers will remain in doubt if there is a reliance on container cranes to yield this data. Also, with the emergence of the mega-ship era, more and more terminals will be looking for productivity solutions that enable more containers to be handled in each lift cycle, and so twin-handling of 40 and 20 foot containers is likely to expand in the future, thus adding to the number of containers with an uncertain weight.

The weigh bridge option

A second option for terminals would be to meet the container weight requirement through the use of weigh bridges. Unfortunately, there are multiple weaknesses in this approach.Containers can be weighed from the weigh bridge, but driving every container onto a weigh bridge will obviously add another operational step, and slow productivity. It also requires, especially at larger and busier transhipment terminals, that considerable land and transit lanes be set aside for weighing activities. In addition, there are two weight variables on the weigh bridge – the variable weight of up to 300 litres of truck fuel and the weight of the driver. Further, as with a container crane, a weigh bridge cannot distinguish between the weights of two containers, and so the weight of each individual container will always be inexact. The only way to gain a precise weight is to weigh one container at a time, and to adjust for fuel weight and driver weight variables.

The spreader twist lock option

The third option is to ascertain container weight from the spreader twist locks. For container terminals, a spreader-based weighing approach has several key advantages. Firstly, weighing from the spreader twist locks yields much more accurate information, as container weight precision is greater than 99 per cent. Secondly, unlike weigh bridges or crane-based container weighing, spreaders weigh each container separately when operating in twin-lift mode. When a Bromma spreader lifts two 20 foot containers or two 40 foot containers at a time, the spreader can provide highly accurate data on the weight of each separate container, and without any of the variables (fuel, driver) associated with the weigh bridge approach.

In addition, with a spreader-based approach you weigh containers from the spreader twist locks without adding any extra operational steps or requiring any extra space or transit lanes. Terminals simply log container weights in the normal course of lifting operations – with a warning system alerting the terminal to overloaded and eccentric containers. Container weight verification during the normal course of terminal operations is a way to accomplish the weighing mission without impairing terminal productivity, and especially at busy transhipment terminals. To read the full report, Click Here!

Source: www.porttechnology.org

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by Mike Poverello

Future X-Ray Insepction Equipment to be based on Industry Standards

Smiths Detection HCV Scanner setup routine (Picture credit - Mercator Media)

Smiths Detection HCV Scanner setup routine (Picture credit – Mercator Media)

Innovative technology for the non-intrusive inspection of cargo and vehicles has rapidly emerged over the last decade to become a significant factor in port and border protection and homeland security. Several hundred high-energy mobile and fixed-site X-ray inspection stations are deployed throughout the world to examine passenger cars, trucks, trains, and shipping containers that transport goods bound for international destinations. Behind the scenes, cargo screening technology continues to be a story of innovation and change, driven by keen competition and a common mission to improve global security.

Early cargo screening systems were relatively slow and expensive to operate. They produced a limited resolution single-energy X-ray image, often using an isotope source such as Cobalt-60. The imaging software was rudimentary, and limited to simple controls such as pan and zoom, while computer processing speeds significantly limited inspection throughput. By contrast, most systems today are accelerator-based, which allows for higher energies, faster operation, and more precise controls. These systems incorporate software that takes advantage of improved computing platforms and features increasingly sophisticated analytics – this power has paved the way for the use of dual-energy accelerator sources and advanced detectors to facilitate material discrimination, enabling inspectors to identify threat objects more quickly, based on their composition.

Future developments in cargo screening are likely to follow a common innovation trajectory that is fostered by market needs and new technology, while being strengthened by existing intellectual property and evolving industry standards. Innovation is often perceived as a circular path beginning with customer needs that are identified by a technology developer. The developer then creates application technology in the form of products to meet those needs. With numerous competitors in the market, suppliers are motivated to continually improve their products. However, a more nuanced understanding incorporates the role of component technologies and the core capabilities of the technology developer. Each of these constituents influence and are influenced by their respective technology and regulatory standards, which then ultimately impact the products available to the customer. For the full report with diagrams, Click Here!

Component technologies and their standards are often driven by the needs of other markets and may only be tangentially connected with the market of interest. Consequently, developers often have minimal influence on these technology standards but will benefit by leveraging the investments already made by other organizations. ‘Components’ may be subassemblies (such as a computer graphics card) or entirely separate systems (such as a cloud computing service) that can be incorporated into a screening system to provide a complete customer solution. System providers benefit from these parallel technologies and component standards because they provide innovative insights and functional capabilities, such as interoperability, interchangeability, and known performance characteristics. In the case of cargo screening, there are many component technologies that are potential sources of future innovation. A few notable examples are described later in the report.

Because cargo screening is a youthful market with changing customer requirements and technology that is evolving to meet those requirements, existing industry standards are still in flux. This is beneficial for the cargo screening industry in that it provides ample room for innovation and development. As cargo screening technology continues to evolve and mature, the community will develop consensus in more areas and create additional standards. However, the standards process is slow and seldom speaks to the most current technology issues in an industry. For example, material discrimination is an important new feature offered by many cargo screening systems, yet there is little guidance from current industry standards to assess the performance of this technology. Source: www.porttechnology.org

by Mike Poverello

$50M of diamonds stolen in minutes at Brussels airport

Diamond planeEight masked gunmen forced their way through the security fence at Brussels‘ international airport, drove onto the tarmac and snatched some $50 million worth of diamonds from the hold of a Swiss-bound plane without firing a shot. The gang responsible for one of the biggest diamond heists in recent years used two black vehicles with a flashing blue police lights in their daring raid late Monday.

They tried to pass themselves off as police officers. The robbers, who wore outfits resembling dark police clothing, got away with 120 parcels, mostly containing diamonds but some also holding precious metals. Police said they found a burnt-out minivan believed to be involved in the robbery near the airport later Monday night.

The heist was estimated at some $50 million in diamonds. The robbers forced their way through a perimeter fence, at a place where two work sites obstructed a clear view. There were no details about how the hole was opened but airport authorities said it must have taken more than simply blasting through it with a vehicle.

The robbers drove up to the Swiss passenger plane some 20 minutes before departure time, brandishing their machine guns. Then they methodically broke into the hold, which was accessed from outside, to choose their loot. Passengers were unable to see the drama beneath them. The robbers finished their clinical operation with a high-speed departure through the same hole in the fence, completing the spectacular theft within barely five minutes. Source: Yahoo.com

Visit http://news.yahoo.com/video/robbers-fake-uniforms-pull-off-190916134.html for a video report of the incident.

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by Mike Poverello

SARS Customs launches its Water Wing

SARS Customs Waterwing

SARS plans to operate jet skis (such as pictured above) along its vast river borders. [Picture – SARS]

Last week four Customs officers received their qualifications from the South African Maritime Safety Authority (SAMSA) after having successfully completed their written and practical examinations. The officers who hail from the Northern Cape region will commence active patrol and enforcement operations along the northern border between South Africa and Namibia.

The SARS Water Wing skippers received their SAMSA category R certificates after completing a four-day training course at the Van Rhyn Dam in Benoni.

The officers will from next week begin patrolling the Orange River, the border between South Africa and Namibia, where there are suspected illegal trans-border transactions taking place, especially in abalone, diamonds, narcotics and rhino horn.

“These officials are now qualified skippers with category R licences which will enable them to patrol inland waters such as rivers, dams and harbours. The success of this pilot programme now enables us to actively assist in enforcing the Customs and Excise Act without being totally dependent on other departments,” said Hugo Taljaard, Senior Manager: Detector Dog Unit (Oversight).

He said that although the two jet skis will mostly be used in the Nakop area, they will also be utilised as far as Cape Town harbour in the small craft side of the harbour. There are plans to expand the unit. Customs’ first water wing boat is currently being constructed and more details about its deployment will be communicated in due course.  The jet skippers all agreed that it was quite exciting to be part of this pilot programme. “I never in my wildest dreams thought that one day I would be doing something like this,” remarked one candidate.  “Having jet skis will increase our visibility and this will serve as a deterrent to illegal trans-border traders,” added another.

Over the last 6 years SARS has steadily been increasing its visible policing and enforcement capability across the country’s vast land and sea borders. The hugely successful Detector Dog programme has attracted much national and regional attention. SARS also has plans to increase its existing non-intrusive inspection (NII) capability. Currently Durban, South Africa’s sole CSI port, is the only port with a dedicated X-ray scanning facility. Source: SARS Communications Division and self.

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by Mike Poverello

Inside track to the local Tobacco ‘Cabal’

Peter Tell-AllWith much international focus on tobacco and tobacco products its great to read something outside of the mainstream media. Evidently this guy has some real insight in the tobacco industry and he sure is passionate about his views. This is a fine example of ‘Social Media’ providing what your average Google search-and-hit will never reveal. Conspiracy theory or not, this is a site dedicated to one thing – exposing the ‘Anglo-American tobacco cabal’. Aptly titled “All Disclosed by Peter Tell(all)” he invites you………

…………… to browse, interact and explore my website dedicated to the exposure of facts, truths and the responsible sharing of the information contained within these pages, about South Africa’s Tobacco Industry! The compilation of articles and also unpublished fact sheets about how this very lucrative and secretive industry operates has up until now been a very dark and well-kept secret! Why would all this information be kept from us? Why would they not want us to know how much money is being made? Why does the Government play both sides of the fence? Who pulls the strings of the authorities? THESE ARE THE QUESTIONS WE SHOULD BE ASKING!!

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by Mike Poverello

Tobacco in South Africa

smoke-cigaretteCigarette volume sales increase in 2011 – Retail volume sales grew by 1% in 2011, following declines throughout the review period. Retail value sales grew significantly due to a general price increase to cater for taxation increases, as well as rising production costs for manufacturers.

Porous borders continue to influence the growth of illicit cigarette sales – Volume sales of illicit cigarettes continued to grow during 2011, despite efforts by the police and tobacco industry stakeholders to combat illicit trade. Porous borders have been identified as the key factor behind the rise in the amount of illegal cigarettes being smuggled into the country. The Beitbridge border post between South Africa and Zimbabwe was identified as the main point of entry for illicit cigarettes from Zimbabwe.

High import duties restrict the growth of the cigars category – The performance of the cigars category remains suppressed due to high import duties on all cigars. The unit price on most cigars increased significantly in 2011 to accommodate import duty increases. Local distributors were reluctant to import new cigar brands due to a low turnover for existing brands. Consumption of cigars declined in 2011 due to higher unit prices for leading brands, with only festive seasons seeing some respite.

Consumers continue to favour buying tobacco products from supermarkets – The supermarkets channel remains the major point of access for most tobacco products in South Africa. Supermarkets tend to sell tobacco products at relatively low profit margins when contrasted with other channels, such as tobacco specialists. With the rising cost of living, smokers still prefer to use supermarkets to buy tobacco products due to the lower prices.

Retail volume sales expected to decline over the forecast period – Slower but relatively stable growth is expected for retail plus illicit volume sales over the forecast period, however retail sales alone are expected to decline. Category performance is expected to be restricted by legislative restrictions, such as a ban on the advertising of tobacco products in any way other than at points of sale. The Government of South Africa is also considering a total ban on the display of tobacco products at points of sale. Thus, retail volumes are expected to decline, while illicit sales will continue to rise during the forecast period.

For a meagre sum of US$1,900 why not purchase the full report?  Discover the latest market trends and uncover sources of future market growth for the Tobacco industry in South Africa with research from Euromonitor‘s team of in-country analysts. Find hidden opportunities in the most current research data available, understand competitive threats with detailed market analysis, and plan your corporate strategy with expert qualitative analysis and growth projections. If you’re in the Tobacco industry in South Africa, this research will save time and money, empowering informed, profitable decisions – so the blah says.

Source: Euromonitor.com

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by Mike Poverello

Did you know?

…in the last three years, Her Majesty’s Revenue & Customs (HMRC) have had to call on Deferment Account guarantees 365 times to cover duty/VAT debts to the tune of £15.6 million.

by Mike Poverello

Nigerian Trade Procedures – Customs, Freight Forwarders on a warpath

Mobile-scanner installed at Apapa Port as part of DI contract

Mobile-scanner installed at Apapa Port as part of DI contract

Destination Inspection takeover – it seems that all is not well. A stand-off between officers of the Nigeria Customs Service (NCS) and members of the freight forwarding community is festering over trade facilitation issues. The  long association between officials of the Nigeria Customs Service (NCS) and big time freight forwarders, including association leaders may have gone sour. THISDAY checks at the ports revealed that most leaders of freight forwarding associations are on the warpath with the Customs. The agents are aggrieved over what they described as high handedness on the implementation of trade policies by the Customs. They alleged that the Customs has in a bid to meet revenue targets embarked on measures that will force most traders who are mainly their clients out of business.

It is lead to believe that made some leaders of customs agents associations work against the Customs Service concerning the take-over of Destination Inspection from agencies handling the project. The Federal Government had extended the contracts of the Destination Inspection Agents (DIAs) by six months at a time that the Customs had prepared to take over the scheme. Customs had trained about 2000 officers for the scheme. The Service, it was gathered had also planned to inherit the scanning machines from the DIAs before the contract was extended. Indications are that the contracts may be further extended by more than one year at the expiration of six months. Since the extension was announced, many leaders of customs agents have not come out openly to condemn it.

Bone of Contention – When the NCS failed to introduce duty benchmark at the ports last year, the relationship between the it and freight forwarders has changed.Customs issues Debit Note (DN) to recover what is lost due in terms of under-valuation, this has often been abused as importers and their customs agents negotiate what to pay with some of the valuation officers responsible for this. So, the management of the Customs believed that the only way to address this problem was a duty benchmark which saves the importer. The idea of the benchmark was to check revenue losses as a result of under-valuation of goods coming into the country. However, the benchmark arrangement was dropped on the order of the Presidency. Since then, the Service has adopted other means to ensure that no revenue is lost, a development that has angered the clearing agents.

Duty Targets – With a revenue target of N1trillion last year, the Customs had worked hard to ensure that it meets its revenue target. The Service realised about N800bn. Freight forwarders are bitter that so many containers have been abandoned by their owners at the ports due to high-handedness by the Customs in terms of outrageous DNs on the goods. A member of National Association of Government Approved Freight Forwarders (NAGAFF) told THISDAY that the amount being issued as DN is such that many importers have been unable to pay. A top official of NAGAFF who did not want to be quoted said that it appears there is a grand plan by some officials of customs to frustrate some importers out of business by issuing outrageous DNs. “In some cases, the DN is such that the importer will be at total loss after clearing the goods. We have appealed to the management of the customs about this thing, but their officers have failed to come down on the value placed on these goods. Source: This Day (Nigeria)